Transmission Digest Jan 2012

VOLUME 31, NO.
JANUARY 2012
The Automotive Powertrain Industry Journal
FNR5 4L80-E 5HP24 NV 246 EAU

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In-Depth Tech Booklet
for installation, testing &

diagnostics; helps determine
if further repairs are needed
Circle No. 12 on Reader Card
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JANUARY 2012
VOLUME 31, NO. 5
Consistency &
Communication
On The Cover
With one of the displayed transmissions in the lobby of Fords Auto
Trans New Product Center in Livonia,
Mich., are remanufactured-transmission team members Sue Jones, Kris
Srivastava, Tom Culkin and Paul
Massie.
Technical
Technically Speaking: . . . .8
X Files: transmission
malfunctions with
unexplained causes
These two Cs are the keys to success

for Precision Transmission Exchange
in Kenner, La.
Page 4
Shift Pointers . . . . . . . . .18
Page 14
Using parameter identification

data to diagnose problems
Tech to Tech . . . . . . . . . .22
Features
Valve-Body Tech . . . . . . .37
Valve-Body Suppliers . . . .51
Simplifying a complex wiring

problem
Business
R&R Tech . . . . . . . . . . . .28
A plugged radiator
section causes a BMW
740is transmission to
overheat.
Its Your Business . . . . . .26

How do you get paid for time
spent with customers?
Up to Standards . . . . . . .30
Revisiting the New Venture
246 transfer case
News & Previews

From the Publisher .............2
Torque Converter
Tech Tips . . . . . . . . . . . .34
Tips for aligning TCC linings
into covers in Chrysler 11-inch
converters
Body of Evidence . . . . . . .38
Catalog/Product
Showcase ........................35
Information Source ...........49
Powertrain Products ....56-57
Clearing and relearning

Hyundai shift adapts
Industry News Highlights...58
TASC Force Tips . . . . . . .46
Index to Advertisers..........64
Marketplace................59-64
Diagnosing a 4L80-E
no-reverse condition
CERTIFIED
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January 2012
PRINTED IN THE U.S.A.
TRANSMISSION DIGEST
M D Publications, Inc.
(417) 866-3917
From the
Publisher
Executive
Carol Langsford
President
By Bobby Mace
Michelle Dickemann
Vice President
Forward With Resolve
Bobby Mace
Publisher
publisher@transmissiondigest.com
Editorial
nother year begins amid the resolve to do things

differently or better. As the years fly away one
accumulates the wisdom to realize that weve
accomplished most of the easy stuff and that everything
from here on is going to take some serious work. I wish us
all good luck in exercising more, dropping a few pounds,
quitting the cigarettes, cleaning up the shop and finding
ways to be more profitable at the business we have chosen.
In a survey conducted last year, we found that of the
100-plus people we asked not a single one thought the
magazine should become a digital publication. Although
thats a less-expensive option, we understand that the
educational and reference materials are more useful when
they can be carried about, read at lunch etc.
Were nearing the end of a program that has nearly
doubled our technical content through the careful
inclusion of some top talent that works, day in and day
out, for suppliers and distributors to our market.
Although were all trying to save a penny here and a
dollar there, it would be good to remember with gratitude
that the companies advertising in Transmission Digest
make it possible for us to write, print and mail this
magazine to domestic shops every month at no charge.
Were proud of the publication. Although we make
small changes nearly every month, we are resolved in
2012 to continue to provide the industrys most-useful
publication. To do so we look forward to the readers
continuing to help guide us by visiting us at seminars
and trade shows or by way of letters, e-mails and phone
calls. We like hearing from you! TD
Transmission
TM
T e c h n i c a l
N e w s l e t t e r s
GM 4L80-E: P0894 TCC slip

Isuzu NPR A465 (AS68RC):
Shift-adapt manual relearn
procedure
Wayne Colonna
Technical Editor
Terry Greenhut
Business Editor
Mike Weinberg
Contributing Editor
Art Department
Jay Young
Creative Director
Lonnie Bolding
Art Administrator
Circulation
Dudley Brown
Circulation Manager
Mike Turner
mturner@mdpublications.com
Advertising Sales
Mike Anderson
manderson@transmissiondigest.com
Accounting/Credit
Muriel Lincoln
Credit Manager
Donna Blackburn
Showpower 2012
Hyatt Regency Dallas
March 29-31
This month in
A u t o m o t i v e
Gary Sifford
Editor
editor@transmissiondigest.com
Ford/Mazda CD4E, 2001 & up:

Persistent gear-ratio errors
Ford 4R70W/4R75E:
Direct-clutch failure
Nissan RE5R05A: TCC shudder
and/or intermittent solenoid/
pressure-switch circuit faults
Bob Jacobsmeyer
Exhibit Manager
jake@showpowerexpo.com
Founder
Les Langsford,
19281993
Transmission Digest
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Precision Transmission Exchange in Kenner, La.
onsistency &
ommunication
onsistency and communication are the keys to success

for Precision Transmission
Exchange in the New Orleans suburb of Kenner, La.
Consistency includes always
being at the shop at or before the
scheduled opening time in the
morning and always taking a thorough approach to transmission repairs, owner/manager James Pat
Paul said.
We are always here on time if
not early. I usually arrive around 6
a.m., and I often joke about working only half-days you know, 6 to
6. But the workmanship is the key,
never taking shortcuts, taking the
time to educate the customers on
what the repair actually involves
etc.
I spend a lot of time educating
my customers. Im also very consistent with time and the effort we put
into a unit. We will do solenoids or
valve bodies by themselves, but
anything past that were going all
the way through it, primarily just to
keep everybody on the same page.
Were very straightforward.
Were not the cheapest in the city,
and were not the most expensive;
were somewhere in the middle.
We do a good job for a fair price. In
Owner Pat Paul builds all the manual transmissions and transfer cases.
the process, we also try to educate

our customers and show them what
theyre actually getting.
He uses point-of-sale visual aids
such as an exploded diagram of a
transmission showing the internal
components and other components
that can affect the transmission.
We try to keep the customer
knowing exactly what they have to
work with, and if there is an issue
we address it immediately.
Precision has an excellent reputation in the area and gets many referrals, Pat said. Our word of
mouth is incredible. Thats most of
my advertising. You come in and if

theres an issue well show it to
you. If you want us to fix it, well
fix it.
I love show and tell. Ill tell the
customer: You gave us teardown
approval; if youre in the area,
come by. Id love to show you
whats blown up. It will help you
understand the cost.
The shop has a considerable arsenal of diagnostic equipment, including various scan tools, digital
voltmeters and an oscilloscope.
One of our favorite diagnostic
continues page 6
Transmission Digest
Mark Morris does most of the automatic-transmission

rebuilding and takes care of the office when Pat is away
from the shop.
R&R trainee Kevin Morris is Marks son.
Percy Johnson is the R&R technician.
Precision has eight two-post lifts and two four-post units.
tools, Pat said, is one that you

rarely hear about anymore a good
ol pressure gauge. Were one of the
few shops around that I can say I
honestly know will throw a gauge
on in a split second. Lets see what
weve got, some facts, before we
start pulling our hair out.
Pat opened Precision in 1989 in a
5,000-square-foot building, which
looked gigantic at the time but soon
got tight on space as the business
grew and acquired more equipment. He bought the land behind
the shop and added a concrete slab
and a roof, doubling the floor space
and allowing him to add four lifts
and storage space for parts and
cores. The building now has 10 lifts
and two builder stations.
Theres a bit of irony involving
Pats choice to specialize in transmission repair while he was attending the local vo-tech school after
finishing high school. My instructor, Chris Johanson, was a trans-
mission man and pointed out to us

that at the time, the early 80s, the
only way to be successful in this industry was to specialize.
The two areas his instructor suggested were air-conditioning/electrical and transmission. Half of the
A/C work and electrical work was
underdash, and I hated underdash.
I hated it with a passion.
He gave transmission work a try
and found that he liked it.
However, about the time he started
repairing transmissions, electronically controlled units came onto the
scene and soon dominated the industry, and he frequently finds
himself working under the dash
anyway.
Its not uncommon seeing a lot
of fuses and relays under the dash,
and they do become an issue. I always found it funny: I hated electrical, and what do I get? Electronic
transmissions.
Pat holds ASE Master Auto certi-
fication, and his builder and lifelong friend, Mark Morris, is ASE
certified. Pat has helped write questions for several ASE certification
tests in the automobile/light-truck
series. He was recommended for a
test-writing session after serving on
ASAs Transmission Division
board. I find it an honor to help
promote professionalism and voluntary certification in our industry, he said.
Louisiana is known as The
Sportsmans Paradise, and Pat,
who was born and raised in the
New Orleans area, usually leaves
the shop at noon on Fridays to take
advantage of the great hunting and
fishing the area offers. Fridays, if I
have a lot to do, Ill come in sometimes at 4:30 or 5 in the morning so
I can leave at noon to either, depending on the season, go north
into Mississippi to hunt or, during
the summer and spring, go south to
fish. TD
Transmission Digest
TECHNICAL TRAINING
Technically Speaking
Essential Reading:
Author:
Subject:
Unit:
Wayne Colonna, ATSG

Transmission Digest
Technical Editor
Transmission
malfunctions
with unexplained
causes
ZF 5HP24
Rebuilder
Vehicle
Application:
Shop Owner
2001 Jaguar XJ8
Diagnostician
Center Manager
R&R
Another One for the
ack in 2003, when

Transmission Digest hosted
Showpower in Charlotte,
N.C., I did a presentation called
Odds with an End, an array of
transmission malfunctions featuring oddities from the X files.
To this day I still receive calls
from some who attended this seminar saying, Hey, Wayne, Ive got
another one you can add to your Xfile list!
The idea of labeling transmission malfunctions as fitting into an
X-file category is the result of
knowing what fixed the problem
but having difficulty explaining
why.
Terry Coote from Automatic
Transmission Works in Fort Worth
was kind enough to share with me
a problem that really kicked his
butt and that I would categorize as
belonging to the X-file list.
He had a 2001 Jaguar XJ8 with
the ZF 5HP24 transmission that he
originally built in March 2011 for a
dealership. It returned to his shop
over the Thanksgiving holiday
eight months later. When it left it
was working flawlessly, but when
it returned it was operating erratically.
The problem ran him around for
two weeks as he was trying to figure it out. It set code P1722 on
three occasions during that time
and defaulted to failsafe with and
without this code set. It had second-gear starts a few times and
sudden neutralizing. The only consistent problem was a poor 3-4
shift. Terry described this shift as
continues page 10
X-Files
1
Generator
Engine-compartment
fuse box
Engine-management
fuse box
Starter
motor
False bulkhead
stud connector
RH heel-board
fuse box
LH heel-board
fuse box
High-power
protection module
Battery
in trunk
Trunk fuse box
Transmission Digest
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4s&s-ILAN/(
being a soft, muddy kind of a slip
shift, but it was this way only after
one drive cycle. You could run
through the gears as many times as
you would like after that and the 34 shift was fine. But once you cycled the ignition, the first drive
cycle would repeat that soft,
muddy-type 3-4 shift.
They removed the transmission
and had many pairs of eyes looking at it trying to find the problem,
but nothing was found. Since it
was a job from the dealership, the
dealer was constantly pressuring
Terry to get the car back (nothing
like adding more pressure to an already-stressful situation).
Jaguar defines code P1722 as a
Transmission Stall Speed Failure
and cites these possible sources:
1. Output-speed-sensor signal
faulty
2. Harness fault
3. Connector pin(s) bent, loose or
corroded
4. Transmission control module
failure
5. Transmission mechanical fault.
Although this list may reveal
the cause of P1722 under typical
circumstances, it didnt this time
around. Furthermore, what actually caused this problem would have
typically caused an intermittent
no-start complaint rather than the
erratic transmission operation
Terry experienced.
If you look at the partial wiring
diagram in Figure 1, you will notice that the battery is in the trunk.
One of the positive leads of the
battery goes to a High Power
Protection Module, also in the
trunk. This module then supplies
power to the two rear heel-board
fuse boxes, the engine-management and engine-compartment
fuse boxes. It also supplies power
to the starter motor and generator
after it passes through a stud
called the False Bulkhead Stud
Connector.
This stud is by the ECM/TCM
box in the right-rear corner of the
10
engine compartment (fig3

ures 2 and 3). Terry provided the photos showing
where he already had removed the wires going to
this stud with a temporary
bypass connection.
Upon a closer view of
one side of this offending
stud (Figure 4), there is
evidence of the power
wire that was attached to
it arcing because of a poor
connection. Once Terry
4
bypassed this stud all his
concerns immediately disappeared.
Apparently this bad
connection caused some
type of voltage drop in the
system that caused the
TCM to operate the transmission erratically. This
assumption seems valid
when you consider how
the 3-4 shift had a problem
only after one ignition
cycle. With a bad connection from
the High Power Protection
Module to the starter through this
stud, enough of a voltage discrepancy occurred during crank to affect TCM operation through the
first 3-4-shift drive cycle. But with
its continued erratic voltage, the

intermittent second-gear starts,
neutralizing and failsafe would
occur.
There are a few obvious reasons
why this compromised connection
continues page 12
Transmission Digest
Circle No.
3 on Reader Card
through the False Bulkhead Stud
Connector was so elusive. As first
mentioned, this problem usually
causes an intermittent no-start
complaint that was not occurring
in this vehicle. Second, why did
the TCM produce code P1722 and
not the codes that relate to its ignition supply voltage?
According to Jaguar, the TCM
monitors battery and ignition
switched supply voltages at terminals 54 and 55. A permanent supply is used to maintain a
battery-backed memory at terminal 26. Should this supply be cut
because of battery disconnection,
the adaptive shift values will be
lost. This will result in a small reduction in shift quality until the
adaptations are re-learned.
Should the ignition switched supply fall outside prescribed limits,
the TCM will adopt a limp home
mode resulting in inconsistent solenoid control.
DTC P1793 will be logged
should the TCM adopt limp
home as a result of the supply
voltage being greater than 16V or
less than 7V with an engine speed
greater than 1,600 rpm. Should the
ignition supply be greater than 7V
but less than 9V the TCM will hold
the gear that it has currently selected. If after 2.5 seconds, with the engine speed greater than 1,600 rpm,
the voltage remains at this level,
DTC P1789 will be logged and
limp home mode adopted. The
2.5-second delay is built in to prevent reaction to a momentary voltage fluctuation.
Could it be that the voltage fluctuation did not fall within the parameters required to set these
codes yet still caused the TCM to
act irrationally? This could be why
the stud is called a FALSE
Bulkhead Stud Connector and why
it makes for a great X-file piece.
Although I cannot give you the
exact reason why the TCM acted so
irrationally, it still is good for you
to know that it can happen and
what caused it and not have your
butt kicked as it did with Terry.
12
To add a bit more useful information to this article, should the

battery become disconnected, XK8
models will require having the
window-position memory reset.
But to expedite the adaptive learning process for some functions of
the ECM, Jaguar suggests that you
perform the following procedure:
Warning: Perform this procedure with the vehicle on a firm
surface (not on a lift) after ensuring
that no danger exists to surrounding personnel or property.
Caution: Do not exceed the engine speeds and time durations
listed.
pedal. Verify P state illumination.

3. Press and hold the brake pedal.
Move the gear selector to R.
Verify R state illumination.
4. Set the parking brake. Press
and hold the brake pedal.
Attempt to start the engine. The
engine should not start.
5. Move the gear selector to N.
Verify N state illumination.
Start the engine.
1. Engage P and allow the engine

to reach normal operating temperature.
6. With the hand brake set and the

brake pedal pressed, move the
gear selector to the remaining
positions in the J-gate (D, 4, 3,
2) for five seconds each. Verify
the state illumination in each
position.
2. Press the A/C button to turn the

climate control off.
7. Move the gear selector back to

4. Verify 4 state illumination.
3. Apply the service and parking

brakes, and move the transmission selector lever to D.
8. Move the gear selector to D.

Verify D state illumination.
4. Allow the engine to idle for an

additional two minutes.
5. Gradually raise the engine
speed to 950 rpm. Hold this
speed for 45 seconds.
6. Raise the engine speed to 1,200
rpm. Hold this speed for 45 seconds.
7. Raise the engine speed to 1,500
rpm. Hold this speed for 30 seconds.
8. Allow the engine to return to
idle. Move the selector lever to P
and switch off the engine.
Comprehensive Component
Monitor Transmission Drive Cycle
The Comprehensive Component
Monitor transmission drive cycle
will check all transmission-system
components:
1. Engine and transmission at normal operating temperature.
Ignition off; ensure that SPORT
mode is NOT selected.
2. With gear selector in P and the
ignition on, check gearshift interlock by trying to move selector without pressing the brake
9. Move the gear selector to N.

Verify N state illumination.
10. Select R, release the brakes and
drive the vehicle in Reverse for
a short distance.
11. Stop the vehicle.
12. Select 2 and drive the vehicle
up to 65 km/h (40 mph). Hold
65 km/h (40 mph) for a minimum of five seconds.
13. Select 3 and hold 65 km/h (40
mph) for a minimum of five
seconds.
14. Select 4 and hold 65 km/h (40
mph) for a minimum of five
seconds.
15. Select D and accelerate to a
minimum speed of 80 km/h (50
mph). Hold 80-129 km/h (50-80
mph) for a minimum of 1.7
kilometers (1 mile).
16. Stop the vehicle; do not switch
off the engine.
17. Use WDS Datalogger (or capable scan tool) to check total
number of DTCs set to ensure
that transmission DTC monitoring is complete. TD
Transmission Digest
3 YEAR / 100,000 MILE

*See
our website for
full warranty
details TY
NATIONW
IDE
WARRAN
* Visit our website for full warranty details
In Fords
Prototype
Transmission
Developmental Build
area transmissions are built for
on-vehicle and dynamometer
testing. After testing, both
transmissions and axles are
torn down for inspection
in this area as well.
t a company as large and experienced as Ford,

there is a tremendous supply of knowledge,
ability and experience. Paul Massie, powertrain and collision-parts marketing manager, says the
key to success for Fords remanufactured powertrain
lines has been the full and focused integration of
those resources.
Transmission and
drivetrain marketing
manager Sue Jones agrees,
adding that winning the
marketplace has included
a great deal of input from
both fleet customers and
independent repair facilities. That input has resulted in Fords no-fault core
policy for engines and
transmissions and a warranty term of three years
with no mileage limitaPaul Massie, powertrain
tions, including units des- and collision-parts markettined for commercial use.
ing manager
14
Jones adds that benefits for using Ford remanufactured units also include the nationwide coverage afforded by the network of Ford and Lincoln
dealerships and the confidence that comes from installing a reman unit that is built to the same specifications as production transmissions. We download
the final test software
from our production facilities to our final test stands
at our remanufacturers.
Massie observes: Our
remanufactured line is
make, model-year and calibration specific. What
that means is that we stay
loyal to the original requirements that were
present in the new vehicle.
The entire powertrain
is developed and manufactured to match vehicle
fuel-economy, emissions,
Sue Jones, transmission
durability and shift-feel
and drivetrain manager
Transmission Digest
requirements. Use of an unmatched reman unit can

create issues in the way the vehicle performs. More
and more of the powertrains today consist of truly integrated products. The electronic controllers expect
and depend on certain specific readings to make the
entire system function properly.
One of the most-important messages we have to
build on is the strength of the connection between the
OE units that we put into new vehicles and the Ford
remanufactured units we make to replace those units
down the road.
Over the years weve moved away from having
individual remanufacturers rebuilding to their own,
in-house specs to the point where, now at Ford, were
dictating the specs and parts to be used by the remanufacturing operation. Today we have fully integrated
the remanufacturing processes with our OE powertrain strategy.
The strong relationship between production of new
units and remanufacturing for warranty and aftermarket means that when an update is called for, it
will be made simultaneously in both the new production unit and the remanufactured unit. The Ford engineers add that when the changes to OE production are
made, units from preceding model years are exam-
Dynamometer test facilities are on either side of this

corridor within the Automatic Transmission
Development Lab. This facility conducts Ford Motor
Co.s Developmental and Design Verification testing
of transmissions, axles and hybrid drive systems.
ined so that, if applicable, those reman units will include the updates.
Tom Culkin, part of the quality office within Ford
Customer Service division, gives an example: Our
4R100 program has been popular with a group of people who keep their trucks for a long time. From that
unit we were seeing some torque-converter concerns.
We brought those to the engineers here, who took a
Powertrain Testing & Development

im Dana and his team are responsible for
test operations involved in developing
transmissions at Ford. He explains the dual
role of the operation in providing services to
facilitate the manufacturing of new units as
well as building and testing units still under
development.
In the case of any new build program we
are responsible for building the initial units
and prototypes. At that point our mechanics
and engineers work closely with the productdevelopment engineers and our manufacturing engineering organization.
Were working about two and a half years
in advance of deploying a new transmission.
In addition to all new products, the new-build
area also works on major upgrade modifications to current products. We design the
units, the manufacturing fixtures and any
special tooling thats to be used. We take
these units through all the various testing
procedures until we eventually hand everything off to the plant for production.
An important element of our job is to work
with the plant in developing the testing procedures to be used for each new unit. Make
Like Production is a very important concept
for us because it allows us to find and
January 2012
remove in advance
manufacturing difficulties whether they
are product related,
process related or
manufacturing related.
Our other tasks
revolve around development. That area is
working farther out in
time, perhaps as
much as five model
years. We have every
facility here that you
could want. There are
Jim Dana
20 service bays with
lifts, teardown benches.
Finally, like the entire powertrain operation, were tied to remanufacturing as well.
For instance, when we order tooling for use
in the transmission plant we will order additional sets for use in the remanufacturing
plant. To accomplish all of this, we have 42
mechanics, a full team of engineers, a test
track and a myriad of bench-testing and endof-line test stands.
15
Overview of a portion of ATDLs Hydraulic and Mechanical Systems Laboratory where components and subsystems
for transmissions, axles and hybrid drive systems undergo their development and design verification testing.
look and found that some

of the 5R110 converter
components could be
used to increase the
longevity of the original
converter. And so, the
converter was redesigned
on the impeller side to
match the 5R110. Its an
upgrade that is applied to
the remanufactured unit
that improves performance by addressing the
concerns we had with
Tom Culkin, supplier techthose units.
nical-assistance engineer
There are times that
improvements are made
in a production unit and the remanufacturing operation will have the new components on the same day
they first roll off our new-vehicle transmission assembly line. Once a fix is approved for a unit, it immediately is included in the bill of materials used for the
remanufacturing plants.
Jones explains that remanufacturing a unit to OE
specifications is but part of what goes into a successful program for independent shops. All remanufac-
16
tured units that are purchased for use in the independent aftermarket are purchases made through one
of our dealerships. Our Ford Powertrain distributors
physically deliver those units either to the dealership
or directly to the shop that purchases the unit.
Quite often, Massie adds, the powertrain distributor will deliver directly to the customer on behalf
of the dealer. The local dealership remains the primary relationship between the company and its independent-repair-facility customers.
Because each unit has a barcode label on it, were
able to facilitate all the core credits and billing transactions through the computer system, Culkin says.
The same is true for the cores that are picked up.
As soon as a label is attached and scanned we make a
determination whether that core needs to go immediately to one of the remanufacturing centers or if it will
go the warehouse in Columbus.
From the support end, I think one of the biggest
advantages of using a Ford remanufactured transmission is that it can be taken to any of the 3,500 Ford or
Lincoln dealerships for service in addition to the shop
that installed it. In 2010, the warranty increased to a
three-year, unlimited-mileage warranty. The entire
Ford organization is ready to back up that warranty
for parts and for labor.
Transmission Digest
All remanufactured units are sold through a local Ford or Lincoln dealership. Units may be delivered in dealership
vehicles like those pictured or may be drop-shipped directly from one of five Ford Authorized Powertrain Distributors.
About the same time the warranty was enhanced,

Ford decided to discontinue the practice of marketing
units under both Ford and Motorcraft brands.
The truth be told, there wasnt much difference
between the two lines, said Steve Lopez, wholesalechannel marketing manager. Having very similar
units with different names was causing some confusion in the marketplace and duplication of inventory.
We did a lot of research, primarily with independent
repair facilities, to find out what they believed were
the main components that should be replaced on the
remanufactured assembly. As a result, we are in a
much better position today. Now for a given unit, we
have a single build specification and a single brand.
Some years ago the domestic Big Three automakers cooperated to create a single call center to facilitate
ordering and support of OEM remanufactured units.
Jones explains that the call center, in addition to taking orders for units, is staffed to go through both diagnostic and installation procedures with customers.
Culkin notes that for those in need of more-indepth technical resources or for those who are rebuilding in house, there is a website
(www.motorcraftservice.com) that makes finding
technical bulletins and service manuals an easy task.
Were taking advantage now of the OEM
one-stop website
(www.oemonestop.com)
created by the National
Automotive Service Task
Force. Originally developed by ASA for collision parts, that site has
expanded to include
technical-support resources from about 30
vehicle manufacturers
throughout the world.
Bob Senk, remanufacturing
Clicking on the Ford but- engineer
January 2012
ton will take you to the Motorcraft website, where

training and support resources for our units are available.
Kris Srivastava, who
supervises engineering
for remanufactured Ford
transmission products,
says the companys desire
to minimize warranty
claims also benefits the aftermarket repair facility
that installs one of those
units.
To minimize warranty
claims we will, during the
design phase, look at
maintenance parts and
Kris Srivastava, transmislabor time as well as mak- sion-remanufacturing
ing sure the part in ques- supervisor
tion is easily accessible.
These considerations are a very key piece of product
development.
What is coming out of our plants will after a few
years be serviced, in many cases, by our dealers or independent repair facilities. For those facilities, we will
make sure those parts are available through our dealers and that there is a service bulletin to support that
maintenance.
As a company, Massie concludes, there are always four development pillars that were looking at:
safety, quality, green issues and new technologies. We
are always going to be looking at new products that
advance one or more of these pillars. That goes for remanufactured product just as much as it applies to
new development. Considering those goals, Ford has
pioneered the use of new and emerging transmission
technologies including hybrid units in its vehicles. In
like fashion, we will continue our work to improve future products from these four aspects, for both production and remanufactured products. TD
17
TECHNICAL TRAINING
Shift Pointers
Author:
Subject:
Unit:
Jesse Zacarias
Diagnosing problems
with parameter
identification data
FNR5
Rebuilder
Vehicle
Application:
Shop Owner
2006 Mazda 3
Diagnostician
Essential Reading:
Center Manager
R&R
Using Parameter
Identification
Data to Diagnose
recently fixed an intermittent problem on an FNR5

way when I felt as if I had gone over a huge pot hole;
transmission in a 2006 Mazda 3. The shop that
to say that it scared the daylights out of me is to put it
brought it to me had been trying unsuccessfully for lightly. I took the snapshot with the scan tool, and on
the past six weeks to fix it. When I called to inform
my return to the shop I noticed it did it again but not
them that it was fixed, they asked how I was able to
at high speed, and every time it did I noticed that at
fix in such a short time what they had not been able to the same time the A/T light would illuminate on the
do in weeks.
instrument panel.
That question is what prompted me to write this arWhen I got back to the shop I downloaded the
ticle, not because I believe Im in any way more intelmovie to my computer and started to analyze the
ligent than the average transmission diagnostician but data. I like to view the data on the computer for a
because of the approach I used that allowed me to
number of reasons. First, not only does it allow me to
find the intermittent problem.
choose the PIDs I want to see, but also I can choose
In the December 2009 issue of Transmission Digest I
the number of PIDs: 1, 2, 4, 6, 8, 12 or up to 16 at a
wrote an article titled Analyzing Data Helps Solve
time. I can also save the movie in my computer and
Complicated Problems. The article brought out how
make future reference to it if necessary, or send the
we can use parameter identification data (PID), comdata to someone else via e-mail to share or get their
bined with our knowledge of the way a transmission
opinion. You can see the difference between seeing
is designed to work, to diagnose complicated transthe data on the scan tool or on a computer by looking
mission problems. Since this was the approach I used
at figures 1 and 2. The cursor is in red in Figure 1 and
to fix this problem on the 2006 Mazda I decided to
continues page 20
write this article to
show the usefulness
1
of PIDs.
The vehicle had
no codes, and the
complaint was that it
would make a loud
bang at times while
in fifth gear. Part of
my diagnostic procedure in this kind of
case is to drive the
vehicle with my scan
tool connected and
be prepared to take a
movie the moment I
feel the complaint;
however, I was not
prepared for the
loud bang when it
happened. I was
Data viewed through Shop Stream Connect
driving on the free-
18
Transmission Digest
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Shift Pointers
in blue in Figure 2. As you
2
can see by the data, at 66
mph the transmission
downshifted to third but
the throttle went from 14%
to 0% at the same time.
This action is opposite of
what we expect to see; had
the throttle gone up in
percentage I would have
been looking at the throttle-position sensor.
What helped me determine the problem was that
the A/T light would come
on at the same time. This
light comes on when there
is a code in the TCM or the
transmission is in failsafe
mode. I did not lose data
from the TCM while monitoring these PIDs, and as
you can see in Figure 1 the
voltage to the TCM was
present all the time.
Data viewed through the scan tool (VERUS)
After looking at all the
PIDs I started to suspect a
faulty TCM. It appeared to
3
me that the TCM was going to failsafe for a short time without setting a code. That would explain
why the throttle percentage went
to 0. I verified voltage and
grounds to the TCM to make sure,
but since this was an intermittent
problem I could not get it to act up
with the voltmeter connected. I
had to make a decision on the
basis of the PIDs and my knowledge of how the transmission
works.
When I called for a price for the
TCM I was surprised that the dealer had three in stock, which led me
to believe that Mazda is having
problems with them. I bought the
TCM (Figure 3) and installed it
(plug and play no programming
You can download it at http://www1.snapon.com/
is needed). The vehicle worked excellently, and after
an extensive drive to make sure it was fixed we deliv- diagnostics/us/InformationProducts/
ShopStreamConnect/DownloadForm.htm.
ered the vehicle.
Sometimes you just have to trust the data on the
The use of PIDs in diagnosis is going to play a big
part in future transmission repair, because of the com- scan tool and your knowledge to diagnose a problem.
TD
puters being installed inside the transmission and the
only data available being through CAN communicaJesse Zacarias is the owner of Elec-Tran Diagnostics (www.electrandiagnostion. Snap-on provides the software to view its
Scanner data free of charge; all you need is a computer. tics.com) in Gilroy, Calif.
20
Transmission Digest
TECHNICAL TRAINING
Tech To Tech
Author:
Subject:
Jeff Bach
Tracing and repairing

wiring problems
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
Even Weird Troubleshooting Can Hold Lessons

Simplifying a complex wiring problem
2011 AutoInc.
iring problems, shorts

and drains are words that
act like a double-edged
sword for me. They seem to be the
place where otherwise competent
technicians tend to draw the line
when it comes to problems they
enjoy working on. I understand
why a lot of techs feel that way
after seeing some of the weird
problems Ive encountered.
Its also the point on the diagnostic trail that seems to result in a
dead end when they reach it. I have
to give credit to many of them for
knowing where to draw the line.
Most technicians will stop when it
gets to the point where they know
that spending any more of a customers money trying parts would
be redundant.
I have always considered myself
lucky that I enjoy the challenge of
picking up the trail where others
have gotten lost. When you do
enough of the kind of work that
most shops think of as weird, it
tends to become the new normal.
Sometimes these cars have a tendency to get pushed to the back
burner after they have done their
share of burning time and becoming a money pit. Sometimes they
get rejected by the shop and sent
back home to the bare spot in the
owners yard where they sit until
the decision is made to get the car
either fixed or disposed of altogether. These days of high metal prices,
it seems more cost effective sometimes to scrap a car than to put any
more money into it. That is, unless
youre already upside down in the
thing.
22
Thats how I got the car well be

talking about. This car had an engine installed because of the
coolant leaking into the oil. The engine had been installed and running fine for about three months,
then just quit one day at a red light.
The owner had it towed home and
began the usual do-it-yourself diagnostic routine of shotgunning
a barrage of parts at it with no success. He had completed the checklist of possibilities that he had read
about on the Internet, with the
most expensive being the powertrain control module (PCM) on the
bottom, right below the coil pack.
I could hear his frustration level
from talking with him. He was a
lesser man now than when he
began trying to figure this car out.
Hes not alone, though. The last
shop that had the car spent a lot of
time on it and tried a lot of parts
before coming to the conclusion
that he had a wiring problem.
Now, the unique thing about
this shop is that the guy has a novel
idea about diagnostics. This guy
rounded up another GM car with
the same drivetrain platform and
was substituting parts off of a
known good vehicle. Clever,
huh? This guy is the one who figured out that the car had the wiring
problem. The funny thing to me is
he didnt charge the customer for
anything because he didnt have to
buy any parts. And he didnt fix it.
At least he knows what his time is
worth.
A few basic quick checks will tell
you a lot about where your diagnostic route should take you.
When you get a no start, check

for codes. In our case we got no
data. That is a clue a big clue.
When a car shows no data when
you scan for codes, look into that a
little bit. The first thing I think of
when no data shows on the scan
tool is check power and grounds.
A good quick check to see whether
the computer has power is to look
for a 5-volt reference. Thats not a
tell all but if you dont have a 5volt reference, say at the throttle
position sensor (TPS), dont try a
crank sensor next because its
cheap. In our case, TPS reference ...
(Figure 1).
Not there. This should be 5 volts.

(Look, Ma, no scope!)
Now that could possibly be due

to a bad computer. But if the computer is bad and the power and
grounds are good, check the circuits the computer drives to be sure
you dont fry the next computer. In
our case, we had power on the constant 12-volt circuits and 12 volts
on one of the ignition circuits, but
pin 19 pink wire (a 12-volt ignition
source) showed 0 volts. The diacontinues page 24
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Circle No.
5 on Reader Card
Tech To Tech
gram shows that the circuit is fed
from the ignition switch through
the fuse in the power-distribution
center under the hood to the PCM.
The voltage at the fuse was
good, so the switch is no longer a
suspect (these cars are known for
ignition-switch problems). That
brings me to the conclusion that
there is a break in the wiring between the power-distribution center and the PCM; the routing is
simple and a quick eyeball sweep
brings my suspicion to a spot in the
harness just above the cooling fan
(Figure 2).
repair, I like to put patch wire in

rather than pull the harness together and reconnect it. This keeps the
stress off the repair spot. When
doing this kind of repair, I like to
have an old harness to cut bypass
wires from, which means I have a
few rat nests like this in the back of
the shop (Figure 5).
When soldering these old wires,

it can be tough to get the solder to
stick. A few tips iron under the
wire, touch the tip of the iron with
small-diameter 63/47 rosin-core
solder. Just get enough melted to
make a good heat transfer, then
move the solder back to the farthest
point away from the iron until you
get good flow, and let the rosin
clean the oxidation from the copper. Once the solder cools, put the
heat shrink on and seal the connection.
I like to spray liquid electrical
tape on the connections and anywhere I have poked a wire, just to
keep out the atmosphere and prolong the life of the circuit. Tape it
up with a good vinyl electrical tape
and put it in the harness holder
and youre good to go (Figure 7).
I noticed that the harness wasnt

touching, which is why it wasnt
making noise before the car quit.
Probably rubbing while driving on
not so smooth roads. I rolled the
harness up where I could see it
(Figure 3) and my suspicion grew
slightly.
This ensures that I can choose

the right-gauge wire to patch with.
Thats more important than patching with the right color. The next
thing is choosing the right connection method. I like to solder and
heat-shrink with sealer in this environment (Figure 6).
Tracing and repairing wiring

problems are really not that difficult.
When going hunting, know
what your prey is, use the right
gun, and dont shoot unless you
can see what youre aiming for.
If you are lost and heading
nowhere, take the short path; it will
save time and then go somewhere. TD
Jeff Bach is the owner of CRT Auto Electronics, an
ASA-member shop in Batavia, Ohio. For more
information on this topic, contact Bach at 515-7323965. His e-mail address is
johntjeff22@gmail.com, and his website is
www.currentprobe.com.
I opened the harness to expose

the damage and there, among the
cut and frayed wires, was our pink
PCM feed wire (Figure 4).
When I see this kind of harness
24
This copyrighted article is reprinted with the permission of AutoInc., the official publication of the
Automotive Service Association (ASA). To learn
more about ASA and its commitment to independent automotive-service and repair professionals,
visit www.asashop.org or call 800-272-7467.
Transmission Digest
Business TRAINING
Its Your Business

Author:
Subject:
Terry Greenhut,
Transmission Digest
Business Editor
Compensation for shop

owners or service
writers time spent
with customers
Essential Reading:
Rebuilder
Shop Owner
Center Manager
Diagnostician
R&R
What Is a Good Shrink

Worth these Days?
sychiatrists and psychologists charge an awful lot of

money for an hours worth of
their time. Unlike us, they really
dont fix anything quickly. They
mostly turn it around on the patient and ask, How do you feel
about that and what do you think
you should do about it?
Can you imagine trying to ask
your customers either of those
questions? It would be the last
time you ever saw them. They
want us to diagnose and fix it right
the first time, as fast and for as little as possible.
Many of our customers have
found a new way, though, to save
on the cost of visiting with a
shrink: They dont go; they use us
instead. For some reason our customers like to unload their problems on us. Not only do they tell us
about their automotive problems
but also as we converse with them,
working toward closing the sale,
many of them begin to tell us their
life stories.
Do they do it because we seem
like good listeners? We might, because we have been trained to listen for all the details we need to
find cures for their automotive
problems. Maybe they think we
can find cures for their personal
problems as well. Are they trying
to get us to feel sorry for them and
charge less? Always worth a try.
Or do they just need someone to
talk to and we are the most-convenient set of ears at the time?
While visiting one of my consulting clients the other day I wit-
26
nessed the entire phenomenon

play out. A woman whom the
owner had already started to tell
me about showed up at the shop. It
seems she had written him a nasty
letter about how upset she was
with the outcome of some repairs
on her VW Passat. She accused him
of everything from overcharging to
selling unnecessary repairs to not
caring and paying enough attention to her. It was all over a noise
in the front end that she could hear
but nobody else seemed able to. I
couldnt hear it and neither could
the shop owner or any of the technicians. They all did hear it when
the car first came in for repairs, but
no longer. She insisted the noise
was still there. This wasnt the first
time the car had been back with
the same problem. Aftermarket
struts were installed on the first
go-round. Then the shop tried a set
of OEM. Both times the only one
who could hear the noise was the
customer.
Now she was standing in the office going up one side of the boss
and down the other. He was trying
to get her out of there so she
wouldnt infect other customers,
but she wouldnt go. He finally got
her out to the parking lot by talking to her in a very soft voice while
leading her out the door. It worked
because she had to stay close to
hear him. He was out there with
her for 45 minutes more. I later
found out that she spent the time
telling him her life story how
both she and her daughter were
cancer patients, how tough their
lives were and how he was adding

to the problem.
When he came back in I could
see in his face and by his demeanor
that he was totally drained. It was
as if a vampire had just sucked the
lifes blood out of him. The first
thing he said to me was, If you
happen to be here and that woman
ever tries to bring any car in again
for anything, block the door while
you give her the address of the
competitor we hate most.
But shes spent a lot of money
here over the years, I said.
There isnt enough money in
the Bank of America to get me to
put up with her anymore, he said
as he walked away shaking his
head.
Later, when we discussed it, he
said: Its not that I dont empathize with her situation. We all
have our problems, but I cant let a
customers problems become mine.
If I do Ill spend all of my time on
them and never get to do what Im
here for: to fix cars and make
money at it; so when someone
takes it to that extreme I have to
end the relationship and move on
for the good of the business and
the other customers who I can
help.
How do you get compensated
for someone taking your time
away from profitable endeavors?
You have only a certain amount of
time in a day to make your money.
If your customers routinely take
that time from you without paying
you for it, you very soon will find
yourself in financial trouble and
Transmission Digest
maybe in need of a shrink yourself.

There are many costs that shop
owners eat every day in the course
of doing business. The cost of listening to long, sad stories is one of
them. They are never charged out
to the customer because they dont
fall into any category for which we
can charge out labor or a part, but
they can amount to an awful lot of
money and therefore should be figured into the shops labor rate and
parts markup.
These conversations with customers take different forms. One I
like to call the schmooze factor.
Its the time it takes to get a customer to like and trust you so you
can sell something. It can take anywhere from five minutes to more
than an hour in extreme instances.
Another is the time you take to
calm them down and save them as
customers after it all goes wrong.
Yet another is having to defuse
their upset when you didnt do
anything wrong but some outside
influence caused them to become
disillusioned or unhappy (like
someone low-balling a price after
youve already come to an agreement with them and have started
working on the car) or the time
they spend bending your ear about
things totally unrelated to the business at hand just because youre
there with what they think is a
sympathetic ear. The one that
seems to cost us the most is the
time it takes to try to make customers understand exactly whats
wrong and why we need to spend
so much of their money on the
best-quality parts. This is especially true when they have no mechanical knowledge but seem quite
concerned about what theyre paying for and why.
What we need is a line in the
labor column that reads
Consultative Service with a
space for the amount of time spent
and a price next to it. Of course, if
any of us were to do that
Consumer Affairs or the DMV
would pull our licenses and maybe
have us locked up, so obviously
January 2012
How do you get compensated for someone

taking your time away from profitable
endeavors? You have only a certain amount
of time in a day to make your money.
we cant do it that way. Instead, we
have to revert to the way we get
paid for anything else that becomes a cost of doing business; we
have to figure it into our selling
price by increasing, if necessary,
our hourly labor rate and parts
markup to cover any additional
costs. We cant do that, though, on
individual jobs. It has to be done as
a blanket action; a couple of dollars
more per hour and a point or two
on the parts markup might be
enough to compensate for the lost
time.
I know that the concept of
charging money for talking with a
customer seems outrageous to
some of you, but so does a customer repeatedly wasting hours of
your valuable time because he or
she has the time to waste or just
feels like talking to someone. I
know it sounds cold and hard, and
Im not recommending that you
click a stop watch when they start
talking and again when they stop. I
am recommending that you treat
your time as an owner or service
writer as a valuable commodity,
that you not allow customers or
anyone else to squander too much
of it and that you figure it into
your cost of doing business.
I know most of us are pretty
good at charging out shop time.
We look it up in our estimating
software and are good about
watching for the add-ons. The
problem is that the software accounts for only the technicians
time, not the owners or the service
writers when they get into a
lengthy discussion with a cus-
tomer. Keep that in mind, especially if you are not in the habit of
charging for diagnosis, because
you really wouldnt have anywhere else to put that time.
Now dont get me wrong; Im
not advocating that we stop listening or giving our customers the attention they deserve. What I am
stressing is that we become more
aware of the time we spend with
them, how we can logically shorten it to some degree and especially
what it costs us in terms of what
else we could or should be doing
to make money while that time is
being spent. After all, we are not
shrinks even though we may act
and sound as if we are at times. We
need to keep our eye on the prize,
which is primarily fixing cars and
getting paid for it. TD
In these challenging times Terry wants everyone to
have a copy of his 450-page book, How to Market
and Sell Automotive and Transmission Service and
Repair. For only $98.32 you will receive two
copies of the industry textbook that will teach you
all the techniques necessary to make profitable
sales and retain your customers for future business. Keep one and give the other to an employee,
a competitor or perhaps that account youve been
trying to land or thank for their business. As a
bonus (free of charge) you will also receive Terrys
$ales Help Screens computer software to use as
a training aid or when you need instant answers to
your customers toughest price objections (may
not be compatible with the new 64-bit computers
running Windows 7). Ordering will also make you
eligible to buy additional copies of the book at
only $49.16 each. Please call 914-882-3003 or
visit www.TerryGreenhut.com to order any of
Terrys training materials or take your 20-question
self- and business-evaluation test. Although no
one can see the results but you, its a real eye
opener.
27
TECHNICAL TRAINING
R&R Tech
Authors:
Subject:
Unit:
Essential Reading:
Jody Carnahan and

Dave Wilkes
Transmission
overheats during
stop-and-go
driving
5HP24
Rebuilder
Vehicle
Application:
Shop Owner
2001 BMW 740i
Diagnostician
Center Manager
R&R
All
Plugged
e were in Las Vegas recently attending the

fall shows, and as happens in this industry
you always meet up with other technicians
and shop owners wanting to talk shop. On this occasion I had the pleasure of meeting Dave Wilkes of
Dave Wilkes Transmissions. We started talking shop
(when we were actually supposed to be relaxing at a
cocktail reception), but you know thats never going
to happen when someone brings up a problem with a
vehicle that they recently had in the shop. Like all
technicians, I wanted to listen.
In this particular situation, Dave had been working
on a 2001 BMW 740i with a 5HP24 transmission. The
vehicle originally came in with a complaint of leaking
from the front. The unit was very low on fluid, was
slipping and the fluid was burnt. The shop recommended that the transmission be overhauled because
of the conditions mentioned and the mileage on the
unit. Everything went normally with the rebuild, and
the customer left with a properly working unit.
Three months and 4,000 miles later, the customer
returned with a complaint that under stop-and-go
conditions the transmission would sometimes clunk
and would downshift on its own for no apparent reason. After 20-30 minutes of driving under the same
stop-and-go conditions, the transmission would start
shifting late through the gears. There was also oil on
the back of the vehicle and it was smoking. On the initial inspection and road test the transmission appeared to perform normally, but the technician
noticed that the fluid level was about a quart low.
After scanning the vehicle, he found it had codes 049
(symptom gear check) and 034 (transmission sump oil
temp high).
The codes were cleared and the vehicle was roadtested again. The transmission would operate normally with the fluid temperature around 100C (212F),
but the 049 gear-check code would return and the
transmission would also go into failsafe. Knowing
that the vehicle owner typically drove in stop-and-go
traffic, the technician decided that he needed to drive
28
Up
the vehicle under the same conditions.

After the vehicle was driven under these conditions, the transmission temperature reached 130C
(269F) and the computer appeared to put the transmission into a high-temp shift-mode strategy. The
transmission would take off in first and have late shift
commands into second and third. Once the transmission fluid cooled to 120C (248F) the transmission
would operate normally. It also operated normally
with the vehicle being driven on the highway at
steady speeds with a fluid temperature of around
100C (212F). One other note: The converter-clutch
engagement appeared to be normal regardless of the
driving conditions.
With the vehicle back at the shop, an inspection on
the rack revealed a transmission leak from the frontpump area. This would require removing the unit
from the vehicle.
When the transmission and torque converter were
inspected, no internal problems were found. The
valve body and solenoids were replaced on the basis
of the 049 code.
With the transmission reinstalled, it was time for
another road test. The transmission operated normally and no codes returned. It was now time to do some
more stop-and-go driving.
After 20-25 takeoffs and stops, the transmission
temperature went from 100C (212F) up to 130C
(269F) and you guessed it the unit went back to
the same high-temp shift strategy. It was now time to
dig a little deeper.
After removing the transmission, the shop performed a thorough flushing of the cooler system. This
car has a unique system that incorporates a transmission-fluid heat exchanger (cooled by the radiator)
through a series of hoses and a thermo checkvalve.
Here is a brief overview of how the system works.
The radiator has two sections and is a cross-flow design. The upper 4/5ths of the radiator is used for hot
engine coolant, and the lower 1/5th is a low-temperature residual-coolant-storage area. This is used to cool
Transmission Digest
1
Transmission
Red = ATF
Green = coolant while
bypassing
Blue = coolant through
heat exchanger
Transmission-oil
heat exchanger
Radiator
Low-temperature section
the heat exchanger (see illustration). The system also

uses an integral thermostatically controlled valve that
sits on top of the heat exchanger. When the transmission fluid is cold, coolant is guided from the engine
(water-cooled housing) to the heat exchanger. This
part of the system is actually used to warm the transmission fluid through the heat exchanger.
As the transmission fluid rises to operating temperature the engine-coolant temperature also rises. This
causes the wax core in the integral thermo-controlled
valve to expand. The expansion pushes on the regulation valve and closes the warm-coolant port while it
opens the low-temperature-coolant port from the
residual 1/5th storage area of the radiator. Thus the
1/5th section of the radiator sends coolant to the heat
exchanger for cooling.
Now that we had a little better understanding of
how the cooling system works, it was time to figure
out why the transmission was getting this hot.
As previously mentioned, the transmission performed well and had good torque-converter-clutch
application. We did not suspect it was causing the
overheating condition. A cooler-flow check found
that it was flowing four quarts in 20 seconds. It was
decided that the most-probable cause would be the
heat exchanger and/or the thermo valve.
With the new heat exchanger and thermo valve in-
January 2012
stalled, it was time for another road test, and to our

surprise this made no difference in the transmission
operating temperature. The new exchanger had a
cooler-flow rate of two quarts in 20 seconds, which
was more than adequate cooler flow. Now what?
There was only one component left in the system
that could be the culprit. The shop ordered a new radiator, and after it was installed there was a significant difference in the overall operating temperature.
Under normal driving conditions the transmission
temperature was around 90C (194F), and under repeated stop-and-go conditions the temperature never
got over 106C (223F).
We now had a successful repair. But why was the
radiator causing the problem? As mentioned previously, it is the lower 1/5th of the radiator that is used
to cool the heat exchanger. When the tank was removed from the old radiator the lower 1/5th was
plugged with debris. When the coolant was diverted
from the 4/5th section to the lower 1/5th low-coolanttemperature section there was not adequate coolant
getting to the heat exchanger. TD
Jody Carnahan, who has been with Certified Transmission for 25 years, is a
warranty and technical director and also has been a builder and a department
and store manager. Dave Wilkes is the president of Dave Wilkes
Transmissions, Ventura, Calif.
29
TECHNICAL TRAINING
Up To Standards
Author:
Subject:
Essential Reading:
Mike Weinberg,
Rockland
Standard Gear
Contributing Editor
Operation, diagnosis and repair
Rebuilder
Unit:
Shop Owner
NV 246 EAU transfer case
Center Manager
Vehicle Applications:
Diagnostician
GM full-size trucks and SUVs
R&R
Revisiting the
New Venture 246
he New Venture 246 transfer

case has been in production
since 1998. New Venture,
however, is no longer with us, having been acquired by Magna
International, a large conglomerate
that is a tier 1 supplier to many of
the global auto manufacturers. I
wrote a previous in-depth article
about the NV246, which you can
download from our website
(www.rsgear.com) for free, explaining the workings of this active-transfer-case theory of
operation and electronic controls.
Go to Technical, and find NV 246,
Understanding the Tricks, under
the transfer-case section. This article describes the design changes
and the fixes for common problems and design defects for this
unit.
Now designated the NV 246
EAU by GM, this transfer case is
found in GM trucks (Tahoe, pickup, Yukon, Suburban, Suburban
EXT, Escalade and Avalanche) and
as such represents a large production volume. The 246 has several
variations depending on the vehicle and the transmission used. If
the transmission is an RPO M30
code the unit will have a 27-spline
rear output shaft. If the transmission is an RPO code MN8 or MT1,
it will have a 32-spline output
shaft. The accompanying diagrams
and illustrations apply to a 2005
Tahoe, as several design changes
were made in that model year.
You will always need the correct
30
Transfer Case
wiring diagrams for the truck

model you are working on. In
2005, design changes incorporated
internally included a change in the
range shift fork. Previous years
used nylon pads on the fork, and
this was changed to Vespel pads of
a two-piece design. The three
notches on the fork to locate the
pads were made deeper to accommodate the Vespel pads, and the
high/low-range sleeve was
widened for the new pads. Units
with a 27-spline rear output shaft
have a three-pinion low planet,
and the 32-spline models use a sixpinion low planet.
The NV246 is an active transfer
case that is computer controlled,
has an internal clutch pack and
fork to apply the clutches and has
2WD, A4WD, 4WD Hi, 4WD Low
and neutral positions. Three speed
sensors each send an AC-voltage
signal. The vehicle-speed sensor
informs the powertrain control
module (PCM) of the vehicles
road speed. The PCM forwards
this info to the transfer-case shiftcontrol module through a Class 2
serial data bus. The other two
speed sensors monitor front and
rear output-shaft speeds.
In A4WD, 95% of the power is
directed to the rear wheels until
the computer sees a difference in
speed between the front and rear
prop shafts. The computer considers this a slip and then signals the
encoder motor on the transfer case
to apply the internal clutch pack to
send power to the front wheels

until the shaft speeds are equalized, at which time the clutch pack
will release. This happens instantly
with no input from the driver and
permits the vehicle to be driven on
dry pavement without crow hop or
driveline windup. The 4W Hi and
4W Low modes lock the clutch
pack to deliver a 50/50 torque split
to both front and rear prop shafts
and should not be used on dry
pavement, as crow hop and driveline windup will occur.
The more complex a system is
the more problems can be encountered, so this unit generates a lot of
tech-line traffic. There are two
steps to take before you do any diagnostic work on one of these
units. First, check battery voltage,
as a lot of time is wasted checking
codes and problems that are created by a less-than fully charged battery.
Next, measure the circumferences of all four tires. Using a stagger gauge will allow one man to
check the true sizes of four tires in
five minutes with the vehicle on
the ground. You can lift the vehicle
and use a tape measure around the
center tread of the tires, or you can
make chalk marks on the tires at 6
oclock and drive the vehicle a set
distance and see the difference in
rolling radius, but this is a 30minute deal. All four tires must be
within 1/4 inch in circumference or
there will be problems. Over the
years I have had many people, es-
Transmission Digest
pecially tire stores, tell me the sidewall label tells all. This is nonsense, as tires even when new
grow to different circumferences
when you inflate them. If you wish
to believe that the labels are correct, no one on any tech line can
help you. If there is a difference in
tire size the computer believes that
there is wheel slip and applies the
clutch pack, trying to compensate.
Unless you measure the tires bring
your lunch, cause its going to be a
long day.
Real-world experience and fixes

that shorten repair and
diagnostic time
Encoder motors perform several
functions: first, telling the shiftcontrol module (Figure 1) which
range/mode the transfer case is in;
second, turning the shift sector
when commanded to engage the
desired range or mode; third, ap-
plying the internal clutch pack. The

motor is capable of applying 300
lb.-ft. of torque to the clutch pack.
The encoder motor works with a
maximum of 5 volts from the shiftcontrol module, so never put 12
volts to any input to the encoder
motor or it will be fried food.
The encoder motor is equipped
with a clutch brake that is applied
electronically to hold the motor in a
fixed position after the completion
of any shift. When you are replacing an encoder motor, the transfer
case has to be in the neutral position. If you need to turn the encoder-motor shaft, you must first
unlock the motor brake by hooking
up a 9-volt battery to the orange
and tan wires. There will be an audible click as the brake unlocks,
and you can turn the motor shaft.
Be careful not to turn the motor
shaft too far in either direction, as
over-travel will ruin the motor.
The No. 1 tech call on these

units involves the transfer case
falling out of 2WD. This is caused
by a failed encoder-motor brake.
This unit has no detent except the
electrically applied internal brake
in the encoder motor; hence, a
failed brake and the transfer case
cannot mechanically hold the selected range. When replacing the
encoder motor, after you have installed the motor on the transfer
case and reconnected the electronic
terminals, remove the battery negative lead. Reconnect the battery
and turn the key to ignition run.
Push 2WD selector button four
times and the light will go on for
2WD, and the installation is complete.
The shift-control module is behind the dashboard. If you are replacing the module, remember that
there is one module with a variety
continues next page
Courtesy of General Motors Corp.
January 2012
31
Up To Standards
2
of different software for different

vehicles. After installation you
must program the module with an
appropriate scan tool by entering
the VIN of the vehicle you are
working on so that it will select the
correct program internally for that
vehicles parameters.
The 246 has a gasket between
the transfer case and the transmission (Figure 2). Always reuse or replace the gasket. Never use RTV
sealant between the cases. The
seals on these units are different
from what you may be used to,
having inner and outer (Figure 3)
seals that require special installation tools. You can get them from
Kent-Moore or make your own.
These are expensive seals, and
many fail because of poor installation.
1998-2002 models of the 246
have a 100-lb. preload on the
clutch pack, and the front prop
shaft will turn in 2WD. In 2WD the
front-axle disconnect will prevent
torque transfer to the front wheels
and will engage in any of the 4WD
ranges if it is working correctly. A
failed front disconnect that does
not release will have the front axle
under power even in 2WD. 2003up models have a slight preload on
the clutch pack, and the front prop
shaft will turn freely in 2WD with
32
a small amount of drag. Note that

early (1998-2002) and late clutch
packs and clutch housings are different, and the pressure plates and
components are not interchangeable. A complete set housing,
clutch pack and pressure plate
can be used in any model year, but
individual parts cannot be exchanged.
The major design flaw in the NV
246 is its magnesium case.
Magnesium is lighter and stiffer
than aluminum; however, magnesium and steel react to each other
chemically at a molecular level.
The bolts that hold the two case
halves in place are specially coated
and have aluminum washers.
Putting raw-steel bolts into one of
these units will cause erosion of
the cases. Since the bearings on the
shafts are steel, there is continual
failure of the bearing bores because of the dissimilar metals and
the force applied on the clutch
pack.
The oil pumps in these units are
driven off the rear output shaft
and are able to turn slightly in the
case, ultimately beating a hole
through the rear case half and
causing a small leak. As the driver
will never get under the vehicle to
check the oil, when you see one of
these it will be out of oil and basi-
cally junk, requiring replacement

of both case halves and most of the
internal parts.
There are several protective devices on the market to prevent further oil-pump beat-through, but
they do not fix the problems of
steel bearings in a magnesium case
eventually wallowing out the bearing bores. We manufacture a replacement case of aircraft-grade
aluminum that is designed for extreme duty and weighs 4 lbs. more
than stock. These cases come with
a lifetime warranty against pump
beat-through and wear in the
bearing bores.
Another problem with the magnesium case is elongation of the
sector-shaft hole, again because of
clutch torque application and steelon-magnesium issues where the
rear bearing has excess endplay.
The common problem is that the
case wears and the unit cannot
shift into 4WD or out of 4WD Low.
If you take the time to download
the first article and combine it with
this one, you should have solutions
to most of the problems, electronic
and mechanical, at your fingertips.
As always you will need wiring diagrams to check on problems outside the transfer case, and a
qualified scan tool.
Happy New Year. TD
Transmission Digest
Everybody
Does Dallas:
And Youre Cordially Invited:
APRA/Showpower Factory Tour
Seminar participants can take the Thursday morning tour that is

part of the APRA Volume and Heavy-Duty Transmission division
meetings that will take place during Showpower. We depart by
motor coach from the headquarters hotel, the Hyatt Regency
Dallas, at 8 a.m. The first tour stop is Bishop International,
where well see that companys automatic-transmission hard-parts
operation and the manual-transmission remanufacturing lines.
From Bishop well continue on to visit the state-of-the-art
aftermarket engine-remanufacturing facilities of AER. In addition
to the engines, AER is a Ford Authorized Distributor and has a
line of remanufactured aftermarket transmissions from its plant in
suburban Chicago. AER will host a lunch for the tour group and
opening its private collection of classic cars for us to enjoy.
Sonnax Road Show at Showpower

Visiting several major cities
this year, the Sonnax Valve
Body Road Show stops in
Dallas during Showpower
Expo. Dallas Metroplex
technicians and those attending Showpower are welcome to attend. Sonnax TASC
Force engineers present an in-depth hands-on-style session
on valve-body repairs including reaming. The Road Show
session immediately follows opening-day transmission
seminars on Thursday, March 29, at 5:15 p.m.
See Showpower insert in this issue
TECHNICAL TRAINING
Torque Converter Tech Tips

Author:
Subject:
Essential Reading:
Rick Morris
Aligning TCC linings when

bonding into covers
Rebuilder
Unit:
Center Manager
Chrysler 11-inch converters
Diagnostician
Shop Owner
R&R
Tips for Aligning
Torque-Converter-Clutch
Linings into Covers
Sonnax 2011
orque-converter manufacturers have their own arguable

reasons for the location of the clutch lining. For many
years, torque-converter lockup-clutch linings were bonded
onto the converter-clutch and/or converter-damper assemblies.
In recent years we have seen the clutch linings bonded into the
front covers. Rebuilders are now faced with the choice of bonding the replacement friction material to the cover like the OE or
to the piston as in the earlier-model converters.
Many rebuilders have bonded the replacement linings onto
the converter-clutch or damper assemblies during the rebuild
process with great success. This option is the choice of many rebuilders for a couple of simple reasons. Bonding to the clutch assembly allows the builder to true up the piston and have a
prepared surface for bonding. At the same time, while bonding
to the piston, the builder must machine the old lining out of the
cover and convert the bonding surface (90-120 RA) to a reaction
surface (20 or finer RA). This can be achieved during the machining process when the cover is being trued up.
The surfaces of some of the newer TCC pistons have a hardness of 65 Rockwell or harder, making it difficult for some shops
to machine these pistons. In these instances, many shops have
opted to bond the replacement lining into the cover. Some of
these covers are quite deep, and centering the new lining into the
cover before bonding can be challenging. Rebuilders have different techniques for holding the lining in place while loading the
cover into the bonder. Examples are pre-tack adhesive or a bonding aid, which most of the clutch-lining suppliers have available.
One cover that is especially problematic is that of the Chrysler
11-inch converter. In Figure 1 you can see a converter-clutchplate damper assembly and turbine from this converter.
Align the new clutch lining on the clutch plate with the preglued side up. To prepare the front cover, machine the old lining
out, clean the cover and use the pre-tack adhesive or bonding
aid of your choice. Once this is set, simply place the cover over
the clutch-damper and turbine assembly. The centering is perfect
because the bushing in the cover pilots the turbine (Figure 2).
When bonding to the cover, you must be certain that there is
no interference where the bonder die contacts the cover. Almost
all converter front covers have manufacturers bar-code stickers.
These stickers (Figure 3) need to be removed, since they are
continues page 36
34
Transmission Digest
Catalog/Product
Showcase
Transtar
EVT Parts
Featuring line drawings and

components for nearly 100 standard
transmission units and approximately
40 transfer case units, Transtars
Standard Transmission and Transfer
Case Parts catalog is the most
comprehensive in the industry.
With over 30 different charts and
illustrations, and unit identification
pictures, Transtar can help you
identify popular and difficult-toidentify items and the unit you have in your shop.
Packaged, ready
and waiting for you.
Whether the
transmission on your
bench has been around
for decades or is a
late-model, EVT has
the overhaul kit you
need. Same-day
delivery (limited area)
or shipment directly
to your shop.
Sonnax
Jasper Engines & Transmissions
Sun shell and planetary failures have

long been an issue in 4L60/46L0-E
family units. Many products with
beefed-up or reinforced options have
been offered to combat common shell
breakage and spline stripping; traditionally, damage and failures
related to the captured planetary bearing have been overlooked.
The Sonnax SmartShell 77749-02K (patent pending) not only
provides a reinforced shell with hardened splines and lugs but
also reroutes the thrust path through the planetary. With the
addition of a large needle roller bearing and custom roller clutch
race, the small captured planetary bearing is protected.
Jasper Engines & Transmissions

has the right transfer case, at the
right time, at a very competitive
price. JASPER offers the following:
Four Wheel and All Wheel Drive
Applications
Most Popular Units in Stock
3-year/100,000-mile Nationwide
Transferable Warranty for On-highway Applications
Give your customers the quality, value and performance of
JASPER. Call JASPER at 1-800-827-7455. A full warranty
disclosure is available at www.jasperengines.com.
Consolidated Vehicle Converters
Whatever It Takes Transmission
All the latest products and

information are found in the 2011
CVC Converter Catalog. Featured
are several new units, more than
100 new photographs, technical tips
and expanded application charts.
Request the printed version
through your local parts distributor
or visit the online catalog at
www.cvcconverters.com.
Whatever It Takes Transmission

2012 Parts Catalog features photo
breakdowns of over 100 of the newest
Foreign & Domestic transmissions.
Every two page spread provides part
numbers & complete photo breakdowns
of the unit assembly. WIT also offers
the catalog in CD format, which also
includes Tranny Guide, the most
up-to-date vehicle to automatic
transmission index in the industry. This CD allows you to quickly
retrieve important information with just a click of a button.
continues next page
January 2012
35
Catalog/Product Showcase
Raybestos Powertrain
Certified Transmission
Raybestos Powertrain has introduced its

GPZ100 Series friction plates for special
high-failure transmission applications.
The plates use the same proven
high-performance friction material
developed for Raybestos Z Pak clutch
systems. The GPZ100 Series provides
an affordable choice that exceeds the
OE materials performance in critical
high-stress and heavy-duty transmission applications. Raybestos
backs the new plates with a five-year/100,000-mile warranty.
The initial GPZ100 release is for the 4L60-E third/fourth clutch.
Certified Transmission is
now remanufacturing the
Ford AWF21 transmission.
This transmission has all
the latest updates and is
available through all
Certified Distributors at
the present time. Call
Certified Transmission,
1-800-554-7520, or
visit us on the Web at
www.certifiedtransmission.com.
Schaeffler Group USA Inc.
Precision International
Schaeffler Group USA Inc. has released the

2012 LuK RepSet Clutch Catalog, building on
LuKs first-to-market strategy by adding more
than 400 new part numbers. With applications
covering more than 95% of the U.S. vehicle
population, the 2012 edition provides clutch
professionals the information and parts they
need for a complete repair. In addition to RepSet clutch sets, the
catalog includes flywheels; master and slave cylinders; hydraulic
clutch-release systems; clutch cables, forks and specialty tools;
trilingual technical bulletins and up-to-date service information; an
expanded diagnostic section; and a medium duty truck section.
Precision Internationals
latest parts Catalog is
updated monthly, and
has all the latest units
available. The Catalog
also contains our
famous Foreign
Application guide and
our Transfer case Kit
line. Please Contact PI
@ 800-872-6649 or sales@transmissionkits.com for more
information.
Torque Converter Tech Tips

continued from page 34
directly under the clutch lining and the bonding die
will be in contact with the cover at this location. If not
removed, these stickers will cause buildup on your
dies and an uneven bonding surface.
Several bonding dies have very little clearance between the outside diameter of the die and the inside
diameter of the cover. A quick check of the upper and
lower dies of your bonder is simple and essential, as
you can see in Figure 4.
Machine a point on a couple of cut-off bolts or short

lengths of threaded rod, and screw them into the center bolt hole of your upper and lower dies. This will
help to check the alignment of your dies. If your
upper and lower dies are not aligned, adjust as necessary. This will help your upper die go down into your
recessed cover without interference. This suggestion
can be used for several applications but works the
best with turbines that are piloted in the front cover.
One of the pitfalls of bonding to the cover is the difficulty in heating the mass of the cover to obtain the
proper bond-line temperature. Adjusting your upper
temperature-control setting to 450F and your lower
control setting to 525F and using a 15-minute bond
cycle seems to work well for the 11-inch Chrysler covers. You should check each cover with a 400F temperature stick at the end of the bond cycle to be certain
that the desired bond-line temperature was
achieved. TD
Rick Morris is co-owner of Professional Transmission & Converter Corp. in
Marcy, N.Y., and an active Torque Converter Rebuilders Association board
member. Sonnax supports the Torque Converter Rebuilders Association. Learn
more about the group at www.tcraonline.com.
36
Transmission Digest
Resetting Hyundai Shift Adapts,

and Procedures for Relearning . . . . . . . . . . . . . . . 38
Organizing and Protecting Valve-Body
and Other Tech Data . . . . . . . . . . . . . . . . . . . . . . . . . 40
Valve-Body Rebuilding . . . . . . . . . . . . . . . . . . . . . . . 43
Valve-Body Suppliers . . . . . . . . . . . . . . . . . . . . . . . . . 51
January 2012
37
TECHNICAL TRAINING
Body Of Evidence
Author:
Subject:
Essential Reading:
Jeff Parlee
Clearing and relearning shift

adapts
Rebuilder
Vehicle Application:
Center Manager
Hyundai
Diagnostician
Shop Owner
R&R
Resetting Hyundai Shift Adapts, and

Procedures for Relearning
ike most late-model

vehicles, Hyundai
vehicles need the
shift adapts cleared and
then relearned to get a
properly working transmission after overhaul or
valve-body replacement.
Some Hyundai vehicles
can have the shift adapts
cleared by disconnecting
the battery, connecting
the positive and negative
battery cables and turning on the headlights for
10 minutes; others need a
scan tool to clear the shift
adapts. The chart in
Figure 1 shows which vehicles need a scan tool
and which can be cleared
by the battery-disconnect
process. All Hyundai
models not shown in
Figure 1 need a scan tool
to clear the shift adapts.
During the relearn
process, it is very important that the relearn procedure be done within
the temperature ranges
and the TPS percentage
range for the relearn
process to be successfully
completed. Some vehicles have a very narrow
TPS window and others
have a narrow transmission-temperature range
that must be adhered to.
The chart in Figure 2
shows the TPS and transmission-temperature
38
Clearing the Hyundai shift adapts:
1
Model
Accent
Elantra
Tiburon
Tucson
Santa Fe
Santa Fe
Sonata
XG300
XG350
Engine Size
1.6L
1.6L & 2.0L
2.0L & 2.7L
2.0L & 2.7L
2.4L & 2.7L
3.5L
2.4L & 2.7L
3.0L
3.5L
Disconnect Battery
1996-2005
Up to 12/01/2001
1997-2004
To the end of 2004
2001-2004
2003 & 2004
1999-2004
2001
2002-2004
Needs Scan Tool

2006 & up
After 12/01/2001
2005 & up
2005 & up
2005 & up
2005 & up
2005 & up
N/A
2005 & up
TPS percentage and ATF temperature for relearning shift adapts
Year &
Engine
TPS %
ATF Temp.
ATF Temp.
Model
Size
(Fahrenheit)
(Celsius)
2000-up Accent
1.6L
25-35
122-194
50-90
2001-06 Elantra
1.6L
25-35
122-194
50-90
2007 Elantra Sedan
2.0L
25-35
50-122
10-50
2009 Elantra Tour
2.0L
25-35
50-122
10-50
2003-08 Tiburon
2.0 & 2.7L
25-35
50-122
10-50
2005-09 Tucson
2.0 & 2.7L
25-35
50-122
10-50
2010 Tucson
2.4L
15-20
140-240
65-115
2001-02 Santa Fe
2.4L
25-35
122-194
50-90
2003-06 Santa Fe
2.4L
25-35
50-122
10-50
2001-06 Santa Fe
2.7 & 3.5L
25-35
50-122**
10-50**
2007-09 Santa Fe
2.7 & 3.3L
25-35
50-122
10-50
2010 Santa Fe
2.4 & 3.5L
15-20
140-240
65-115
1999-05 Sonata
2.4 & 2.7L
25-35
50-122**
10-50**
2006-10 Sonata
2.4 & 3.3L
25-35
50-122
10-50
2011 Sonata
2.0 & 2.4L
15-20
140-240
65-115
2011 Sonata Hybrid
2.4L
15-20
104-174
40-90
2001 XG300
3.0L
25-35
122-194
50-90
2002-05 XG350
3.5L
25-35
50-122
10-50
2006-10 Azera
3.3 &3.8L
25-35
50-122
10-50
2011 Azera
3.3 & 3.8L
15-20
140-240
65-115
2007-08 Entourage
3.8L
25-35
50-122
10-50
2007 Veracruz
3.8L
25-35
151-230
66-110
2009 Genesis Sedan
3.8L
25-35
122-248
50-120
2009 Genesis Sedan
4.6L
13-17
122-248
50-120
2010 Genesis Coupe
2.0L
10-13
68-248
20-120
2010 Genesis Coupe
3.8L
15-20
122-248
50-120
2011 Equus
4.6L
13-17
122-248
50-120
** Before 01/17/02 the relearn temperature is 122-194F or 50-90C.
Transmission Digest
ranges for each Hyundai vehicle.

Hyundai shift-adapt relearn
procedure:
After the shift-adapt values
have been cleared, the adaptive learn procedure must be
completed as described below.
Attach a scan tool to the vehicle to monitor the TPS percentage and transmission-fluid
temperature to ensure that the
conditions for relearning are
met (Figure 2).
Once the transmission fluid
reaches the minimum parameter, accelerate from a stop at
the specified TPS percentage,
allowing the transmission to
shift through all the gears, and
then slowly decelerate to a
stop. Stop for five seconds.
Repeat five times.
Note: Hold the accelerator
pedal steady during all the upshifts.
If additional adaptation is
needed, perform the following
additional steps:
Perform several sequential
forced downshifts (5-4, 4-3, 3-2
and 2-1) at small to medium
throttle openings.
Perform several forced downshifts (5-3, 5-2 and 3-1) at
medium to large throttle openings. With the vehicle stopped
and the brake pedal depressed, move the shift lever
from P to N to D and back,
stopping for three to five seconds in each gear. Repeat five
times.
With the vehicle stopped and
the brake pedal depressed,
move the shift lever from P to
N to R and back, stopping for
three to five seconds in each
gear. Repeat five times. TD
Jeff Parlee is director of product support at
ValveBody Xpress.
Circle No.
January 2012
4 on Reader Card
39
Organizing
Organizing and
and Protecting
Protecting
Valve-Body
Valve-Body and
and Other
Other Tech
Tech Data
Data
By Dean Mason
laptop computer can be a builders best friend.

Prices have dropped so much that it makes for
an economical and portable tech library, and
this article will show you how to set up your system
for safe and simple tech-data storage.
First things first

A new computer with preinstalled operating system typically will have the complete hard drive formatted in one partition. That is, all the available space
on the hard drive will be on drive C. There are some
serious disadvantages to this. For starters, having all
your operating system, programs, pictures, data and
other user-created files in one drive/partition leads to
a cluttered, fragmented and hard-to-manage drive
with an extensive directory tree (folder system). Its
harder to organize and find things.
Also, a file that is continually updated (read from
the hard drive, become larger, then rewritten) ends up
fragmented, since other files were written to the drive
after its original creation date. If you periodically optimize your hard drive (use a disk defragger) to
combat this problem, you will end up moving tens of
thousands of files around unnecessarily and overwork your hard drive. The optimization process takes
much longer, since you have to defrag the whole
drive rather than only one partition. In addition, if a
program becomes corrupted or your system comes
under attack by a worm, Trojan or virus, the boot sector could become unreadable or file allocation table
(FAT) corrupted, and you could lose valuable tech
data. How and why does this happen?
The default (recommended) Windows or Wincompatible third-party program installation and configuration is typically on a single C drive. The default
locations of system files are uniform and predictable,
so virus programmers know right where to plant
them. These infestations therefore attack the drive
with your operating system and are propagated by
becoming embedded in the windows registry, or in
the windows\system\ or \system32\ or \inf\ or
\temp\ folders, where they get written into INI, DLL
or other system files, or independently with bogus
system names. Then they get read, launched or replicated. Unfortunately, when you have a system crash
40
with a single-drive setup you risk losing your valuable tech data with it. How do you remedy this?
Simple! Malware heads for the boot drive and, as far
as I know, doesnt jump partitions unless you inadvertently copy it there. So
Create separate partitions for data and file storage. Label them what you will, but get them off
drive C! Additional partitions have their own FAT,
so if your system gets corrupted, and in the worstcase scenario you have to reformat Drive C and do a
clean reinstall of Windows, the data on the other
drives is still intact. Even in the event the hard drive
suffered physical damage in the boot sector, data on
other partitions often can still be recovered by datarecovery pros. But that last resort is not necessary if
you back up your data. The key to avoid grief is redundancy! Keep your tech data backed up in multiple locations. I can tell you from experience that over
the years I have lost more tech and valve-body data
than most people ever collect. This simple method
would have saved me a load of heartache.
Go to cnet.com and download Partition Wizard
Home Edition. This free program can create new
partitions or resize existing ones without erasing any
data! When I bought my laptop, it had a 220-GB
drive C, with OS and software bundle installed. I resized the primary partition to 100 GB, then created
two additional partitions as shown here.
Hard Disk Drives (3)
1
System: (C:)
Local Disk
100 GB
67.3 GB
Storage: (E:)
Local Disk
80.2 GB
79.3 GB
Data: (F:)
Local Disk
40.4 GB
37.9 GB
Devices With Removable Storage (2)

DVD RW Drive (D:)
CD Drive
Removable Disk (G: )
Removable Disk
(my memory stick)
Now in the new setup, drive C contains the operating system, all other installed programs, and the
download or temp folders where software installations or upgrades are done. Downloads (pictures,
Transmission Digest
music or other library files) are virus scanned, then

used temporarily and deleted, or moved to permanent
storage on drive E.
Drive E is mass storage. Think of this as an organized warehouse where crates or boxes are stacked
neatly and never need to be moved. This is the place
to store programs in ZIP format, picture files, music
or movie files, digital books and other such files that
do not change. Unlike your user-created txt or doc
files that continually are edited, these never change,
and since they just sit there this drive never has to be
defragged.
The cool thing about computers is that you can
open boxes and view the contents (pictures, movies,
listen to music) without having to disturb or reorganize them. Its like reading any book in the library
without having to remove it from the shelf. This
therefore becomes the most-stable part of your system
and needs no maintenance.
Drive F is for all your data files, scans of TSBs,
wiring diagrams, Word .doc files and such. All your
personal work gets saved here. Anything you consider valuable and would regret losing belongs on this
drive. You can create your own personalized folder
system. For example:
You can create main folders sorted by manufacturer, with individual transmissions specific folders inside them, so your file system might have recursive
folders like this:
F:\DATA\CHRYSLER\604\ or
F:\DATA\HONDA\5SPD\BAYA\.
Or you can simply have folders for the transmissions. And you dont have to build the whole folder
system right away; you can create them as you go
whatever works for you. But the bottom line is that
you have all your valued tech data in one compressed
location out of harms way, and it can be backed up
easily.
F: DATA
CHRYSLER
604
FORD
5R55W, AOD_4R70W, AXOD,

E4OD_4R100
GM
4L60-E, 4L80-E, 4T40-E, 4T60-E,

4T80-E
HONDA, KM,
A340, U140_U240
SATURN, TOYOTA
ZF
4HP, 5HP
On my laptop, drive C contains some 170,000 files,

which get routinely scanned and maintained with
Malwarebytes, Microsoft Security Essentials and
CCleaner, as well as a disk optimizer and a few other
utilities. And its nice to have backup DVDs of your
whole system, but if the whole thing came crashing
January 2012
down, it could be rebuilt in a couple of hours. It

might be a minor annoyance until up and running
again, but life would go on.
On the other hand, my whole world exists and is
represented by what is on drive F. There are instruction sheets for kits, scans, valve-body and calibration
data, drawings for parts, and a lot of other data that
I consider priceless! They cant be easily replaced if
lost. Yet, Here is the best part of all this: The several
thousand files of work I have created can be copied
to an 8-GB memory stick in a couple of minutes! Its
amazingly simple:
Install memory stick (or jump drive) in the USB
port, click on the Start Menu. Look down the list for
Computer and click. A view like Figure 1 will pop
up. Click on drive F and drag it to drive G (the memory stick). Thats all there is to it!
I have a laptop, a desktop server, a 2-terabyte
backup system, DVDs, plus other computers at the
shop where I can store stuff, yet I carry my whole
world in my pocket on an 8GB memory stick! If I
dropped my laptop off the Empire State Building, I
would be bummed, but what is most valuable to me
is duplicated! The moral of the story: Protect your
data; make backups.
Ill mention one more helpful utility. Like many of
you, we use Mitchell5 online. I most often am looking for computer and connector pin-out charts,
wiring diagrams and oil-circuit diagrams. As helpful
as M5 is, I have one pet peeve. When they scanned
the oil-circuit diagrams they loaded them into M5
sideways! Reading oil diagrams is literally a pain in
the neck; you must turn your head sideways, as M5
cannot rotate the image. Additionally, the sideways
scan is longer vertically (portrait), but our viewing
format is wide-screen (landscape). Therefore, when
you zoom in enough to read them, much of the circuit is pushed off the screen.
Ive called tech support to complain about this
and been told, You can print the image. But why
should we be forced to use color toner just because
Mitchell cant orient an image properly on the
screen? Besides, the printed image for both wiring
and oil diagrams is usually too small to read without
a magnifying glass, so the greatest advantage of onscreen viewing is the ability to zoom in (enlarge the
image).
There is a simple solution. PDF ReDirect (current
version 2.5.2), a free download available at cnet.com,
functions as a virtual printer. When you click Print
and the interactive print box pops up, select PDF
ReDirect as your printer. The print output is sent to
this utility, which then creates a PDF at the location
you specify. You can then view the PDF at any time
with ReDir, Windows or Adobe viewer and rotate
the image. Diagrams can be saved in your trans-specontinues next page
41
Organizing and Protecting Valve-Body and Other Tech Data

cific folder for future viewing when needed.
Additionally, you can read the online or downloadable version of Transmission Digest and save the tech
articles or product ads to the appropriate folders in
the same way. Then when you remember seeing an
article or product for the unit youre working on, all
your stuff is sorted by trans type for easy retrieval.
Anything you would normally print at the shop, you
can save as a separate file on your system with PDF
ReDirect. In fact, this article was created with MS
Publisher, printed in PDF with ReDirect and e-mailed
to Bobby Mace.
You can do the same thing. If you read on the tech
forums and see something that will help a fellow technician, you can print to ReDir and e-mail it! Or, lets
say you have a valve body and want to use an exploded view for assembly. You could load Mitchell5 and
print it, then take it to the bench, or you could use
ReDir and print it to your memory stick, then put the
memory stick in your laptop and view the valve body
on screen!
I hope you can see now there are dozens of great
ways to use your technology. If you are creative,
youll find new ways to track your tech, log valvebody information and preserve the fixes you discover
but would normally forget later on.
Now, lets see how cool this can really get.
We often encounter new and complex valve bodies
with varied configurations. Even some older ones
like Mercedes six-bolt pan (722.3/722.4) with all the
balls, flapper valves and other little thing-a-ma-jigs
can be intimidating. Periodically we run into these before an ATSG manual is available, or when there is little published tech, so we need a way to catalog all the
small-part and ball locations and variations.
For as long as I can remember it has been our practice to open these carefully, then use a center punch to
make a dimple or a scriber to scratch an X next to
every pocket that takes a ball. This is a fairly effective
way to keep balls located correctly, but there is one
drawback. When the valve body is reassembled and
the car leaves the shop, our VB data goes with it! Here
is an even easier way to track this stuff while keeping
your data permanently:
Lets say, for example, we open an A340E or A341E
(these models often have alternate checkball locations). After removing all the screws, lift the upper VB
and plate together (the balls are in the upper half). Set
them aside together with plate facing down but elevated slightly on one end. This lets the fluid drain out
of the upper valve body through the spacer-plate
holes, yet the plate keeps all the balls in place.
The lower valve body will have the cooler-bypass
checkvalve, and possibly forward-clutch ball and
socket, and TV limit valve. The lower VB can be
drained at an angle without dropping the parts. Now
its time to put your technology to work!
42
I carry a digital camera in my laptop bag, but if

you dont have one, get out your smart phone and
take a picture! Remove the small parts, lay them on a
clean rag and take another picture. Then get the other
half, turn it over and lift the plate off. Take a picture
of the checkball locations. If there are a couple of
larger balls, remove all the smaller ones and take another picture of the large-ball locations alone.
Most phones can store a large number of pictures,
but when the job is done you also can upload them to
your laptop. Then if you open one of those again, you
have all the pictures to guide you!
If you are on one of the tech forums and someone
says ARGH! I just opened a valve body and accidentally dropped the balls out; does anyone have a picture? you can say, No worries, bro; I got you
covered and just send him the pix from your smart
phone, or e-mail it from the laptop.
Whats even cooler is, once your system is set up
as I described and you have your whole world on the
memory stick, you can carry it with you to a seminar.
During question-and-answer time you can hand
the speaker your memory stick, or load the pic on the
screen for him, and show everyone in the room what
youre talking about! Most hotels have wireless
Internet, so if you have your laptop with you, you
can e-mail him the picture and he can open his e-mail
right on the screen! If you have a tech question about
a part or an unusual failure, take a picture and e-mail
it, then call on the hotline! Just remember, guys, a
picture is worth a thousand words, and if you forget
where something goes youll be glad you took 15 seconds to take a picture!
Now, someone may say, I dont have time for all
that picture-taking and uploading nonsense. Oh, really? Youll be wasting even more time searching for
tech info when stuff gets mixed up.
But, OK, fine. Youre busy. Have your secretary
take the pix and upload them. Shes just killing time
on Facebook while waiting for the phone to ring! Put
her to work! Train her to do these things! She may
surprise you and become a real asset for your shop.
You can show our girl Friday a transmission part and
shes clueless, but when a car comes in with a light
blinking, she knows how to attach the VERUS and
scan codes, print out a code history, put it in the vehicle folder, then go into Mitchell5 or TRNW and pull
up related TSBs, articles and OE data to go with it.
You see, guys, my philosophy about this stuff is
simple: Never assume people are stupid. Let them
prove it to you! Non-technical employees can be
taught a lot of valuable skills, so never underestimate
them. They may surprise you! TD
Dean Mason is the owner of TransLab and the creator of TransLab engineered
products from Superior Transmission Parts.
Transmission Digest
Valve-Body
Valve-Body Rebuilding
Rebuilding
By William Bill Henney, Ph.D.
he automatic transmission
is controlled by an extremely acute direction
and flow of oil through the hydraulic distributor or valve
body, as it is sometimes referred to by the OE manufacturer.
Repair or rebuilding of the automatic transmission requires a
complete overhaul of the hydraulic distributor to facilitate a
competent repair. Using a vacuum tester to check circuit integrity will in most instances alert the
rebuilder to wear.
There are now many aftermarket valves and reamers available
that allow repair. Costs should,
however, be considered against
that of a new valve body. In
most instances, a valve replacement is a suitable option, but if
there are too many valves that
need replacing it might not be financially viable.
Until now, in some instances,
a simple cleaning process along
with valve reaming and replacement could be sufficient. This is
no longer the case with the new
generation of automatic transmissions. These new transmissions, particularly from Aisin,
suffer from a number of problems in the valve body and solenoids. Because of the reverse
polarity of the solenoid drive, it
is considered that electrolysis is
the cause of much of the wear.
Solenoid issues continue to
plague us. As well as the normal
continues next page
Circle No.
January 2012
14 on Reader Card
43
Valve-Body Rebuilding
problems, we are seeing issues
with the inductor bushes (bushings). Aisin uses a soft metal bush
that is covered with a Teflon type
of material. On inspection, it was
found that around 100C this material becomes soft and causes the
operating shaft to drag, which
causes a lot of the problems that
are thought to be in the valve
body. New bushes now available
allow a repair solution to the solenoids.
Control for these newer transmissions is no longer via shift solenoids as we knew. In fact, when
we see shift solenoid A or B in
documentation today, it can be a
little confusing. These solenoids no
longer cause a shift. They are more
like a diverter valve guiding the oil
flow to the required circuit.
This diverter strategy has been
around for some time now. It can
be found in the Mercedes 722.6
transmissions. It is interesting to
note that the shift solenoids are on
only to sequence a valve shift to
obtain an upshift or downshift.
After this has been achieved, the
solenoids are turned off.
We also see problems with the
lockup circuits. When apply and
release pressures are monitored,
there should be a differential pressure of around 4 psi on some types.
This keeps the lockup in the off position unless lockup is commanded. Wear in the valve body can
allow the release pressure to drop,
which can cause a bumpy shift or
engine stall.
Control is now achieved by
driving electro-hydraulic solenoids
by variable current and monitoring
under a closed-loop control system. This achieves correct positioning of the solenoid to give the
correct pressure to the applied
clutches and brakes. It is also used
to pre-charge the clutches to allow
for clutch-to-clutch control.
Using a valve-body test bench is
a good way to check the operational integrity. Without correct
control of the solenoids, your test
will give you results that are likely
44
to be invalid. Just turning them on

and off, or treating them as linear
solenoids, will allow for some
basic testing, but this is not correct.
A system that allows correct control, using a chopper circuit where
necessary, is a prerequisite if you
are intending to test a valve body
or, for that matter, a transmission
under real-life conditions.
Data analysis to show the hydraulic operation is also imperative. Data gathered at
predetermined positions and readings taken for comparison will in
most instances alert the operator to
deficiencies in the operation. The
problem with this past method is
that there is no indication of what
is happening between the datacapture points. We need to see the
entire picture.
When we test a valve body on a
test bench and compare it with a
new one, it should work, shouldnt
it? You might think so, but we all
know that this is not always the
case. This is because the control of
the solenoids and the subsequent
data acquisition is often guided
to a pass. Pretty pictures and
graphs do not tell the entire story,
and we all know that this is a
flawed approach to adequate
valve-body diagnostics.
We need to be able to look for a
flare or a tie-up on gear shifts.
This in itself can be a problem, as
we need to monitor the charge
time of each circuit as well as pressure. Pressure is just a part of the
operation. We need to look farther
than pressure to see what is happening.
What do we think about solenoids? There are many different
types, from the basic on/off solenoids to the PWM and linear solenoids. Each type of solenoid has its
own unique function. The strategy
also has changed. With the implementation of the Lepelletier model
that gives us the ability to have
more gears available to us and reduce the number of parts used in a
transmission, we now use solenoids that have to be controlled
very accurately. This accuracy is

achieved by controlling the solenoids by a variable current and frequency. This control signal is
constantly monitored and adjusted
to take into account changes to the
inductor due to heat to ensure that
the solenoid is in the correct position.
We could liken some transmission solenoids to fuel injectors.
Fuel injectors are solenoids that
work at a variable frequency. Any
of you who have seen these tested
will know that after the break pressure is set, the injector is then run
over a time cycle and the flow, or
amount of fluid, is measured.
Dont you think that this might be
a good approach for us to take?
The OE manufacturers take this
measurement on all solenoid testing.
Correct testing of anything, including a valve body, should
force issues so that they are
picked up during a test. This is the
approach taken by the engineers
we work with at the OE facilities.
A valve-body test bench should
have the capability to provide sufficient oil pressure and volume
(flow) and be able to operate at
more than 100C. This temperature
range is needed to find faults that
we know are heat sensitive.
The need for a control and dataacquisition (DAQ) system that can
emulate the vehicles conditions is
critical to be able to accurately test
the modern valve bodies and
transmissions. The system must be
able to operate the solenoids correctly as described previously
within a closed-loop control environment that maintains constant
monitoring, and maintenance of
the solenoid current along with a
dedicated real-time data-acquisition system is essential. An accurate report structure to indicate a
visual aid of the operation is also
necessary.
Figure 1 shows an overview or
visual aid of the valve-body
fluid performance.
A skilled operator can then use
Transmission Digest
the acquired data in the Tabularise

report to analyze the performance
of the valve body and solenoid operations.
Figure 2 shows the interactions
of the overdrive and second
clutches. This could alert the operator to a possible slip or bind-up.
(This diagram shows good operational overdrive and second
clutches.)
Figure 3 shows us the solenoid
current condition. A solenoid that
fails electrically when hot or for
other reasons would be indicated
here.
As you all know, heat is a problem. Many of the transmissions
show problems only when hot. I
am sure that you have all suffered
with this, particularly with the
Aisin VW 09G-K models. Testing
should be performed at operating
temperature or else many of the
problems will not be apparent.
It is now also important to have
a system that will allow the operator to check functions directly via
the CAN bus. This will allow the
operator to identify the vehicle
that the unit (mechatronic) is programmed for. With a little training, the remote ID and data will
allow the operator to identify failures within the CAN system, including communication errors.
Figure 4 shows a typical control
and DAQ using the CAN system.
In conclusion, todays valve
bodies have changed a lot. They
might look complicated but in fact
they are not. Unless you have the
ability to test your valve body, it
might be a good idea to find a reputable supplier of reconditioned
valve bodies to help you. You
should be sure that the supplier
has the correct equipment to do
the job. As you have seen in this
article, just having a tester is not
enough. It has to have the correct
controller and reporting facility.
TD
Bill Henney is CEO of BlueReach Automation &

Control Ltd.
January 2012
45
TECHNICAL TRAINING
Tasc Force Tips

Author:
Subject:
Essential Reading:
Randall Schroeder
Diagnosing a no-reverse
condition
Rebuilder
Unit:
Center Manager
4L80-E
Diagnostician
Shop Owner
R&R
Diagnosing the Elusive
No Reverse with the 4L80-E
Sonnax 2011
ll too often a problem arises in the shop that

just pushes our patience to the limit. Never
fails; the customer needed the vehicle last
week and is not letting up on the pressure to get the
vehicle delivered. When time demands become overwhelming, such as in this scenario, it is very easy to
get sidetracked. In our rush, we often ignore the diagnostic basics that would have led us to the root of the
problem. A real-life situation reminded me how we
all fall into this trap and need to remember that diagnostic time typically saves money vs. guesswork,
which can be very expensive when it does not work.
Diagnosing a shift concern can be easy, as long as
you understand some basic techniques to help get to
the root of the problem. A reliable and orderly diagnostic approach is splitting the circuits. Splitting the
circuits means separating and analyzing the hydraulic, electrical and mechanical issues that could
create the problem. Lets follow through the flow of
diagnosis in this one together. Make sure you have
the following on hand: a line-pressure-test spec sheet
with test-port locations, and a clutch and band chart
to help eliminate other areas that may be associated
with the problem shift.
Step 1: Split the circuits hydraulically

When dealing with slipping, chatter and/or individual shift failures, it is very important to see
whether the line pressure that is directly associated
with that one shift is out of specification. This means
that the pressure test must be done in that specific
gear. Also, use the clutch and band application chart
to see whether the component of concern is used in a
different gear range, and make the pressure test in
that gear range as well. In the case of no reverse, the
players inside the transmission are:
Direct clutch (also used in 3rd and 4th gears)
Low/reverse band (also used for engine braking in
manual 1st gear).
Knowing this, we want to test the line pressure
with the transmission in reverse, 3rd, 4th and manual
1st. Verify that both the low side and the high side of
line pressure at each of the shifts are within the pres-
46
sure-test-chart specification. To test the pressures for

3rd, 4th and manual 1st, we will have to go on a road
test while monitoring the pressure gauge. IMPORTANT: Make sure that the pressure gauge is secure
for the road test and easily viewed (remember, keep
the pressure gauge on the outside of the vehicle if it is
a mechanical gauge. This will prevent oil from ending
up inside the car if there happens to be a leak from the
gauge or hose). Depending on the test results, we
know the following:
3rd and 4th gears are present: We know the direct
clutch is capable of working and is good
3rd and 4th gears not present: There may be an
issue with a checkball leaking or missing in the
valve body, and/or something with the seal rings
and/or direct-clutch drum fault.
Engine braking in manual 1st: We know the
low/reverse band is capable of holding.
If there was no engine braking in manual low, there
may be a mechanical issue with the low/reverse band
(we will confirm this in the last part of these three test
areas) or a valve-body issue such as a missing or leaking checkball. This will be separated during the mechanical test to know where the problem area is. No
engine braking in manual 1st is a great clue that may
lead us to the band, but there are still other factors to
look at. Remember, splitting the circuits means separating the hydraulic, electrical and/or mechanical issues that can create the problem. The first step was
verifying pressure.
Step 2: Split the circuits electrically

Splitting the circuits electrically is a basic step in diagnosis of the no-reverse shift concern. Electrically
controlled transmissions generally have a built-in
safety program that prevents the transmission parts
from breaking on the basis of a rolling-speed shift reference during the reverse engagement. If the control
module senses a speed reference greater than 8 mph
during the shift into reverse, it has the ability to prevent the shift from happening.
That being said, eliminating the electrical part of
this one is a simple test. Unplug the electrical connec-
Transmission Digest
tor to the transmission (this will force a failsafe shift

pattern, eliminating the computers ability to prevent
the shift) and see whether the reverse shift comes
back. Understand, sometimes this test can be misleading: If there is a subtle hydraulic leak in one of the
containment areas, the leak may be overcome with
max line pressure. With the case connector unplugged, line pressure will go to an uncontrolled max
value that can mask a leaking concern inside the unit.
Answers to the test results of case connector unplugged:
Reverse works: Follow electrical diagnosis and

check for speed references to control module
Old covers converted to test tools
Reverse fails: on to the mechanical test!
bolt to lock the band tight (mechanically) (Figure 1).

Once you have the tool installed there are two ways to
do the test. One can be very messy if you are not prepared for the test, and one is clean, as the oil pan is reinstalled onto the transmission. Lets look at the two
tests:
So far, here is what we know in helping to find the

no-reverse issue.
1: Line-pressure issues can be eliminated easily with
a simple test.
2: Electrical issues can be eliminated easily with a
simple test.
This leaves us with the last of the three diagnostic
areas: the mechanical part.
Step 3: Split the circuits mechanically

For this no-reverse shift issue we are going to mechanically split the circuits by blocking the low/reverse band. To do this, we need to have the oil pan
removed. It is a very simple procedure and can be
done two different ways. First, make up a special tool
that will allow you to manually lock the servo down.
To do this, use an old servo cover and drill a hole
down the center of the cover. With the hole drilled,
weld a nut on top of the cover to allow the use of a
Circle No.
January 2012
Pan off: Install test cover for the low/reverse band.

You will need to make a second tool from an oil
pickup tube off of an old filter (cut the neck off the
filter and clean it for the tool). Install a rubber hose
onto the tube, making sure that the hose is long
enough to reach into an oil-filled bucket and allow
the pickup tube to be installed into the oil pump.
This is a fast test but is messy, so be careful. It is a
good idea to hang a plastic shield around the transmission to direct oil into the catch bucket! Start the
vehicle in neutral with the parking brake applied
(this helps in preventing the mess), and quickly
shift to reverse to verify whether the band is holdcontinues next page
17 on Reader Card
47
Tasc Force Tips

ing with engine load. Note: If you happen to start
in park and shift to reverse, it will squirt oil (big
mess). Question to be answered: Does it now have
reverse? This is the messy test!
Pan on: Much cleaner test, but also takes much
longer to get the answer. Install the locking tool
onto the low/reverse servo. Make sure that the bolt
on the locking tool allows the oil pan to be reinstalled and fill the pan with oil. With the oil pan installed and filled to the proper oil level, make the
shift test to see whether you now have reverse with
the parking brake applied. Does the engine hold
back? This is the cleaner test!
If during the test our answer gives us a positive
shift into reverse, we know there is a band-application
issue that typically can be resolved without removing

the transmission. Remove the valve body and check
for blockage in the low/reverse-servo feed passages
in the case and/or the separator plate with gasket issues. While the valve body is on the bench, carefully
inspect the body for valves sticking and make sure
that there is no issue with checkballs #7 and #11,
which are housed in sleeves in the valve body (both
have been known to cause issues).
If there is still no reverse during the test, the transmission must be removed for inspection to make sure
that there is nothing in the direct-clutch drum (remember, there are two separate apply areas for reverse vs. 3rd and 4th gears in the direct-clutch drum)
and that the band is clamping properly on the drum
to hold for reverse.
continues page 50
Reverse-Drum Wear: the 4L80-E True Story that Led to this Article
vehicle came into a shop after being on the road for
nearly a year after a previous repair. This was a latemodel 4L80-E (smooth band) with the shift concern of no
reverse. Its important to note that this vehicle was an extremely overloaded truck used by a utility company.
The transmission was removed and repaired, and of
course the band was noticeably burnt and part of this failure, so it was replaced (no one paid too-close attention to
the drum, as it looked good smooth). After the installation, the truck was road-tested and again lost reverse
early on. Now frustrated, the shop removed the transmission and, sure enough, the band was burnt again! Ugh;
have you ever had this happen to you? So, here the shop
was a third time around (not making much money on this
job) and finally started testing to try to figure out why this
problem kept happening.
The transmission was reinstalled once more. A pressure gauge was installed and, sure enough, the pressure
in reverse was awesome (well over 300 psi at stall). Step
two (electrically unplugging the transmission) was overlooked, but in this instance it worked out fine, as the
problem did happen to be inside the unit. The oil pan was
removed to install the special tool to lock the band down
mechanically while testing on the rack, and still no reverse! Again, the transmission was removed for evencloser inspection. On the bench, the special tool for
compressing the band was installed to get a visual of the
band, at which point the shop discovered that the band
could not compress against the drum (the band ends
were hitting each other, preventing a clamp onto the
drum). This overloaded vehicle did have the smooth-lined
band, and the surface of the drum was so worn (undersized because of wear against the drum due to the overload) that the band could not hold against the drum. The
fix: Replace both the band and the drum, and voila no
more No Reverse!
48
Cautions and concerns in the build room

Keep in mind, when changing parts and/or interchanging parts around the band and drum, band travel typically
is set at around 3 16 inch. A factory tool that can be used
to set this is commonly known as a go/no-go gauge. If
you do not have the factory tool, use a homemade one
made from a servo cover; it works great. To make this
tool, drill through the center of the servo and weld a nut
on the outside (on top of the drilled hole). Using a bolt allows the servo piston to be held mechanically. Drill a second hole in the cover off to the side so you can measure
the bands travel on the bench before installing the valve
body (you can see this second hole in Figure 1, left-side
tool). Adjust as needed.
Is wear noticeable during the repair?

A worn drum in early 4L80-E low/reverse band-anddrum assemblies is easy to identify, as the grooved lining
in the band typically leaves marks along the surface of
the drum (like railroad tracks). The smooth-lined band
(used in the late 4L80-E) does not do this. It typically
wears a smooth area around the full surface of the drum
and is harder to see while youre building this unit.
Unless you are specifically measuring the outside diameter of the drum or looking at it with a gauging tool during
assembly to determine the wear across the drum, it is
easily missed. Always take the time on the bench to make
sure during the assembly that the band ends do not
touch with the servo applied and that you do not build in
this issue. It can easily be checked and prevented.
Remember the diagnostic rule: Split those circuits
hydraulic, electrical and mechanical. Do them in order,
one at a time, for a complete and accurate diagnosis.
Special thanks to Dominic Pietrantonio at A-C Transmissions in Addison,
Ill., for bringing this issue up for the TASC Force Tips and sharing it with
all of us again. Dominic, good report and fix! Thanks!
Transmission Digest
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Tasc Force Tips

Inspecting on the bench
Dismantle the transmission to the point of being
able to see the direct-clutch drum in the case with the
valve body removed. Make a simple air test to the direct clutch through the case to verify that both the
feed passages apply and hold. If it fails this test, remove and verify problem areas in the drum or on the
support, and retest. Air test for the drum passages; remove the drum and the center support/second-clutch
drum from the case. Visually inspect the band and the
drum for broken pieces (Figure 2). Install the special
also was a change in the boost valve in the front

pump for reverse line-pressure boost. The differences
in the bands are clear (Figure 4). Early bands had a
Early (grooved) and late (smooth) bands
Large section of this drum is missing
test tool that allows the band to be mechanically applied (Figure 3). Lock the band tight and verify that
the band ends do not touch, preventing a positive lock
on the drum.
Test tool in use during out-of-vehicle
Important to note: Installing an improper band is a

common cause of no reverse after repair because of
rapid wear. Why does this wear occur? In the 1995
model year there was a change in both the surface of
the drum and the lining of the band. In addition, there
50
grooved lining, and later bands were smooth-lined.

Along with this change, the surface of the drum is
critical for the life of the band. Early drums did not
have a smooth finish on them to allow for the use of
the grooved band. The late drum is smooth-finished
to allow use of the smooth-lined band (Figure 5). If
you happen to
put the smooth5
lined band onto
the drum that has
the rougher finish, the band will
fail, causing the
lining to be removed (no reverse).
Diagnosis often
seems as though it
takes too much
time, but in the
grand scheme of
Early drums (right) did not have a
things, diagnosis
smooth finish like the later drums
truly saves time.
(left).
Remember the
simple rules in diagnosis of separating the three areas of the transmission (hydraulic, electric and mechanical), as this does
save that valuable time. Lets all be successful; keep
those tech tips coming. TD
Randall Schroeder is a Sonnax technical specialist and a member of the TASC
Force (Technical Automotive Specialties Committee), a group of recognized
industry technical specialists, transmission rebuilders and Sonnax Industries
Inc. technicians.
Transmission Digest
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5101 Manufacturer of Valve Body
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5102 OE Manufacturer of
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5103 Manufacturer of Aftermarket
5104 Distributor of OE
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5106 Distributor of Remanufactured
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5107 Distributor of Valve Body Cores
A & Reds Transmission Parts, Mail: 3737

W 29th St S, Wichita, KS 67217-1005,
PH:316-942-5300, TF:800-835-1007,
FX:316-942-8947, WEB: www.areds.com,
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All Automatic Trans Parts Inc., Mail: 554 N
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FX:503-240-2839, WEB: www.allautotransparts.com, drew@allautotransparts.com
5107
5108 Remanufacturer of
5109 Remanufacturer of
Valve Bodies
5110 Packager of Valve Body
Modification Kits
5111 Distributor of Valve Body
Modification Kits
Allomatic Products Co., Street: 609 E

Chaney St, , Mail: PO Box 267, Sullivan, IN
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5112 Manufacturer of Aftermarket

Solenoid/Solenoid Kits
5113 Distributor of Aftermarket
Solenoids
5114 Packager of Valve Body
Assembly Lubricants
5115 Packager of Lubricants to
Reduce Sticky Valves
5116 Bore Brushes
Auto Matic Kings, Mail: 725 Rivera St,

Riverside, CA 92501-1059, PH:951-7820901, TF:888-782-0901, FX:951-782-7404,
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BD Diesel Performance, Mail: 33541

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BlueReach Automation & Control Ltd., Mail:
16 Croft Road, Ringwood Hampshire BH24
1TA United Kingdom,
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See Our Ad Page: 54
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BorgWarner Aftermarket, Mail: 1350 N

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California Trans. Products (CALTRANS),
Mail: 525 S Santa Fe St, Santa Ana, CA
92705-4141, PH:714-953-9282, TF:800-9954611, FX:714-953-2614, WEB: www.caltransparts.com, steve@caltransparts.com
5104, 5105, 5106, 5107, 5111, 5113
Carlyn Transmission Inc., Mail: 509
Beechwood Ave, Pitman, NJ 08071-1201,
PH:856-582-0224, TF:800-225-1774,
FX:856-582-5554, carlyn5@verizon.net
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Central Valve Bodies, Mail: 15551 S Highway

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donny@centralvalvebodies.com
5108, 5109
continues next page
January 2012
51
D & E Automotive Products Inc., Mail: 654

E 10 Mile Rd, Hazel Park, MI 48030-1259,
PH:248-398-7877, TF:800-245-9754,
FX:248-398-1430, WEB: www.performancetransparts.com, gerry@performancetransparts.com
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DACCO Inc., Street: 741 Dacco Drive,
Cookeville, TN 38506, Mail: PO Box 2789,
Cookeville, TN 38502-2789, PH:931-5287581, TF:800-443-2226, FX:931-528-9777,
WEB: www.daccoinc.com
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Eriksson Industries, Mail: 146 Elm St Ste B,
Old Saybrook, CT 06475-4130, PH:800388-4418, TF:800-388-4418, FX:860-3950047, WEB: www.zftranspart.com,
eriksson.indust@snet.net
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EVT Parts, Mail: 1155 N McKinley Ave, Los

Angeles, CA 90059-3504, PH:323-7581302, TF:866-388-7278, FX:323-758-9999,
WEB: www.evtparts.com,
evtparts8825@netscape.net
See Our Ad Page: 23
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Fatsco Transmission Parts, Street: 337
Changebridge Rd, Pine Brook, NJ 07058,
Mail: PO Box 635, Pine Brook, NJ 070580635, PH:973-227-2487, TF:800-524-0485,
FX:973-227-5414, WEB: www.fatsco.com,
fatsco@optimum.net
5105, 5106, 5107, 5111, 5113
FB Performance, Mail: 85 Cleveland Ave, Bay
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TF:800-769-1118, FX:631-243-3054, WEB:
www.fbperformance.com, fbp@fbperformance.com
5103, 5106, 5108
Future Transmission Parts, Mail: 1227

Medical Center Pkwy, Murfreesboro, TN
37129-2222, PH:615-895-4405, TF:800-6352877, FX:615-849-3438, WEB: www.futuretransmissionparts.com, johnnyhale@bellsouth.net
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G-TEC, Street: 611 W Kathryn, Nixa, MO

65714-1079, Mail: PO Box 1079, Nixa, MO
65714-1079, PH:417-725-6400, TF:800-7256499, FX:417-725-3577, WEB: www.gtec.com, sales@g-tec.com
5101, 5110, 5111
GM Customer Care & Aftersales, Street:
Contact Local GM Dealership, , Mail: 6200
Grand Pointe Dr, Grand Blanc, MI 484395501, PH:810-635-5000, FX:810-606-3250,
WEB: www.genuinegmparts.com,
beth.kremkow@gm.com
5102, 5104, 5106, 5109
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The Automotive Powertrain Industry Journal
Circle No.
52
8 on Reader Card
Transmission Digest
J.P. Automatic Transmissions Ltd., Mail: 4 A

& B Pear Tree Industrial Estate, Upper
Langford, N. SOM BS40 5DJ ENGLAND,
PH:+44(0)1934852772,
FX:+44(0)1934852211, WEB:
www.jpat.co.uk, bdp@jpat.co.uk
See Our Ad Page: 52
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JDS Worldwide Corp., Mail: 9220 NW 12th
St, Doral, FL 33172-2904, PH:305-4701800, FX:305-470-1892, WEB:
www.jdsworldwide.com,
customerservice@jdsworldwide.com
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King-O-Matic Industries Ltd., Mail: 955

Pantera Dr, Mississauga, ON L4W 2T4
CANADA, PH:905-624-1000, TF:800-2682368, FX:905-624-4628, WEB: www.kingomatic.com, komontsales@transtar1.com
5104, 5105, 5106, 5107, 5111, 5113
Knopf Automotive, Mail: 2145 N 7th St,

Harrisburg, PA 17110, PH:717-695-4651,
FX:717-695-4652, WEB:
www.mmknopf.com,
marshallknopf@aol.com
5107
Karamatic Automotive, Mail: 702 Fordham

Rd, Bala Cynwyd, PA 19004-2129, PH:610668-1123, FX:610-410-7373, kaparts@comcast.net
5106, 5111, 5113
LUBEGARD by International Lubricants

Inc., Street: 7930 Occidental South (98108),
Seattle, WA 98108, Mail: PO Box 24743,
Seattle, WA 98124-0743, PH:206-762-5343,
TF:800-333-5823, FX:206-762-7989, WEB:
www.lubegard.com, ili@lubegard.com
5114, 5115
Matech BTA Inc., Mail: 1570 Boulevard St.
Charles, Drummondville, QB J2C 4Z5
CANADA, PH:819-478-4015, TF:800-5670929, FX:819-474-4907, WEB: www.matechbta.com, mvalois@matechbta.com
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Mid America Parts & Cores, Mail: 330 N.
Kansas Expressway B/Rear, Springfield, MO
65802-4351, PH:417-866-1466, TF:888-6111466, FX:417-866-1543,
midamericaparts@gmail.com
5104, 5105, 5106, 5107, 5111, 5113
continues next page
Circle No.
January 2012
10 on Reader Card
Circle No.
18 on Reader Card
53
Mid States Transmission Parts, Mail: 209 W

76th St, Davenport, IA 52806-1342,
PH:563-386-7166, TF:800-325-6772,
FX:563-386-7822, WEB: www.mstp.net,
info@mstp.net
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Midwest Hard Parts, Mail: 4930 Highway 44,
Hamlin, IA 50117-7509, PH:712-563-2313,
TF:877-799-4783, FX:712-563-2514, WEB:
www.mhpi.com, jeremy@mhpi.co
5104, 5105, 5106, 5107, 5111, 5113
Midwest Transmission Supply (MTS), Mail:

8625 I St, Omaha, NE 68127-1617, PH:402731-4500, TF:800-731-4510, FX:402-7311542, WEB: www.mts-diesel.com
5104, 5105, 5106, 5107, 5111, 5113
Portland Transmission Warehouse, Mail:

1016 SE Hawthorne Blvd, Portland, OR
97214-3611, PH:503-233-4966, TF:800-4444556, FX:503-233-2642, WEB: www.portlandtrans.com, sales@portlandtrans.com
5104, 5105, 5106, 5111, 5113
RatioTek By Transcel, Mail: 15902A
Halliburton Rd # 272, Hacienda Heights, CA
91745-3505, PH:626-968-2754, FX:256-9618563, WEB: www.ratiotek.com,
info@ratiotek.com
5103, 5110
Raybestos Powertrain, Mail: 711 Tech Dr,

Crawfordsville, IN 47933-1400, PH:765364-3500, TF:800-729-2671, FX:765-3644573, WEB: www.raybestospowertrain.com,
raypt@raybestospowertrain.com
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Mustang Advanced Engineering, Mail: 2300

Pinnacle Pkwy, Twinsburg, OH 44087-2368,
PH:330-963-5400, TF:888-468-7826,
FX:330-425-3310, WEB: www.mustangdyne.com, sales@mustangdyne.com
5101
Ream Man Valve Bodies, Mail: 235 S Homer

St, Lansing, MI 48912-4612, PH:517-3374681, TF:877-337-4681, FX:517-664-1206,
WEB: www.reamman.com, coryh@reammanvalvebodies.com
5108, 5109
Nogalitos Gear Company, Mail: 433 New

Laredo Hwy, San Antonio, TX 78211-1925,
PH:210-923-4571, TF:800-929-5103,
FX:210-923-8205, WEB: www.ngparts.net,
dennis@ngparts.com
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Reman Industries Inc., Mail: 1551 Pratt Blvd,

Elk Grove Village, IL 60007-5714, PH:847228-8787, TF:800-729-8726, FX:847-2288799, WEB: www.remanindustries.com,
dcardone@remanindustries.com
5107
Circle No.
54
Rostra Precision Controls Inc., Mail: 2519

Dana Dr, Laurinburg, NC 28352-4000,
PH:910-276-4853, TF:800-782-3379,
FX:910-276-1354, WEB: www.rostratransmission.com, teibel@rostra.com
5102, 5103, 5112, 5113
Sonnax, Street: 1 Automatic Drive, Bellows

Falls, VT 05101, Mail: PO Box 440, Bellows
Falls, VT 05101-0440, PH:802-463-9722,
TF:800-843-2600, FX:802-463-4059, WEB:
www.sonnax.com
See Our Ad : Inside Front Cover
5101, 5103, 5105, 5111, 5112, 5113
Sun Coast Converters, Mail: 819 Navy St,
Fort Walton Beach, FL 32547-2129,
PH:850-864-2361, TF:800-868-0053,
FX:850-864-0943, WEB: www.suncoastdiesel.com, robert@suncoastdiesel.com
5103, 5105, 5106, 5111
Superior Transmission Parts Inc., Mail: 3770
Hartsfield Rd, Tallahassee, FL 32303-1121,
PH:850-574-2369, TF:800-451-3115,
FX:850-575-9097, WEB: www.superiortransmission.com, info@superiortransmission.com
See Our Ad Page: 7
5102, 5103, 5110, 5112, 5116
TCI Automotive, Mail: 151 Industrial Rd,
Ashland, MS 38603-6720, PH:662-2248972, TF:888-776-9824, FX:662-224-8255,
WEB: www.tciauto.com, tech@tciauto.com
5103, 5105, 5106, 5108, 5109, 5110, 5111
2 on Reader Card
Transmission Digest
Teal Automotive Inc., Mail: 450 Industrial Dr,

Dunkirk, IN 47336-9607, PH:765-768-7726,
TF:800-722-0215, FX:765-768-1607, WEB:
www.tealautomotiveinc.com,
bethfallis@tealautomotiveinc.com
See Our Ad Page: 43
5107, 5108, 5111
TeckPak/Fitzall, Mail: 3386 S Westwood
Blvd, Poplar Bluff, MO 63901-7375,
PH:573-785-8238, TF:800-527-2544,
FX:573-785-3303, WEB: www.teckpak.com,
customerservice@teckpak-fitzall.com
5103
Toledo Driveline LLC, Mail: 1110 Napoleon

St, Fremont, OH 43420-2328, PH:419-3551200, TF:888-604-9811, FX:419-355-1230,
WEB: www.toledodriveline.com, info@toledodriveline.com
5113
TPS Transmission Parts Supply, Street:
1713 Milam, Texarkana, TX 75505, Mail: PO
Box 7589, Texarkana, TX 75505-7589,
PH:903-792-1354, TF:800-527-8782,
FX:903-792-1052, WEB: www.tpstransmissionparts.com, sales@tpstransmissionparts.com
5104, 5105, 5106, 5107, 5111, 5113
Transmission Exchange Co., Mail: 1803 NE

Ml King Blvd, Portland, OR 97212-3926,
PH:503-284-0768, TF:800-776-1191,
FX:503-280-1655, WEB: www.txchange.com,
mail@txchange.com
5105, 5108, 5111, 5113
United Tranz Core, Mail: 4400 Homerlee Ave,
East Chicago, IN 46312-2679, PH:219-3788800, TF:866-824-7278, FX:219-378-8803,
WEB: www.unitedtranzcore.com,
sales@unitedtranzcore.com
5107
Valve Body Pro, Mail: 464 Perrymont Ave,
San Jose, CA 95125-1444, PH:408-2874500, TF:877-611-PROS, FX:408-297-2434,
WEB: www.valvebodypros.com, valvebodypro@gmail.com
5101, 5105, 5109, 5112, 5113
VTP South Transmission Parts: 7025

Camden Ave, Pennsauken, NJ 08110-1509,
PH: 856-488-4451, TF: 800-873-9770, FX:
856-488-6125, www.vtpsouth.com, vtpsouthtransparts@msn.com
5104, 5105, 5106, 5108, 5109, 5111, 5113
Whatever It Takes Inc. (WIT), Street: 4282

E Blue Lick Rd, Louisville, KY 40229, Mail:
PO Box 547, Hillview, KY 40129-0547,
PH:502-955-6035, TF:800-940-0197,
FX:502-955-6077, WEB: www.wittrans.com,
sales@wittrans.com
See Our Ad Page: 53
5105, 5106, 5107, 5108, 5111, 5112
TD
VBX - ValveBody Xpress, Mail: 150 Mid

Atlantic Pkwy, West Deptford, NJ 080661858, PH:856-848-0908, TF:866-2GET-VBX,
FX:856-848-1080, WEB: www.valvebodyxpress.com, kdevlin@valvebodyxpress.com
See Our Ad Page: 47
5109
Used, New & Rebuilt Hard Parts, Soft Parts,

Electrical Components & Flywheels
Slauson Transmission Parts

MAKING HARD PARTS SIMPLE
SLAUSON
TRANSMISSION
PARTS
Order online at Slauson.com

Phone Hours: Open 7:00 am to 5:00 pm/ PST
#ALL s,OCAL s&!8
Circle No.
January 2012
11 on Reader Card
55
ZF 6-Speed Overhaul Kits

TransTec
Jetaway Rear Band
Corteco has released two new

overhaul kits for
ZF six-speed transmissions. Kit 2573 services the
6HP19/21/21X used in various Audi, BMW, Hyundai
and Jaguar models. Kit 2586 covers the AWD inline
6HP19A/09L transmission used in Audi and
Volkswagen models.
Each kit includes Gold
Stripe metal sealing
rings combined with
OE Teflon and
Torlon sealing rings,
premium metal-clad
seals produced by
NOK and viton clutchsealing components,
the company said.
Fatsco Transmission Parts now offers a rear band for the

Jetaway Dual Coupling Hydramatic, which was used in
various 1956-64 Cadillac, Hudson, Oldsmobile and
Pontiac models. These bands are in stock and available
for immediate shipment, the company said.
Toyota AB60E/F Overhaul Kits
Heavy-Duty Planetary Rebuild Kits
Precision International now has available overhaul kits

for AB60E/F transmissions, used in a variety of Toyota
vehicles. Kits
K86900E (with
pistons) and
K86900EX
(without pistons) cover
2007-11
Tundra,
2008-11
Land Cruiser
and 2008-11
Sequoia,
according to
the company.
56
Sonnaxs heavy-duty planetary rebuild kit 28922-01HDK

substantially increases reliability and wear resistance,
extending the life of the planetary in Powerglide
transmissions. Steel-backed, bi-metal thrust washers
with PTFE coatings; wider figure-8 thrust washers; and a
revolutionary sun-gear thrust washer with bearing are just
part of the
package a
must-have
for any
refresh or
overhaul,
the company
said.
Transmission Digest
Fluid Exchangers
Bosch has introduced a new series of fluid-exchange
products designed to boost shop revenue and margins and
increase customer satisfaction. The ATX 200 and ATX 300
ATF exchangers can exchange more than 90% of the fluid
in a single pass in the transmission-cooler-line mode in
two to five minutes on average, according to the company.
The ATX 300 adds the versatility of a dipstick mode,
increasing service opportunities. Boschs fluid-exchange
series also
includes
exchangers for
differential
fluid, engine
coolant, brake
fluid and
power-steering
fluid.
Ford C-4 Billet Aluminum Direct Drum

TCS has released the new C-4 high-performance billet
aluminum direct drum. The drum is manufactured from
7075-T6 aluminum with a 60% weight reduction 1.38
pounds vs. 3.40
pounds for the stock
unit. It will hold up to
six friction plates. The
ring bore uses a steel
ring sleeve, has
increased piston-apply
feed holes and uses
OE support bushings.
This drum is a 100%
drop-in product, with
no modifications
required, according
to the company.
Extreme-Duty A618/47RE/48RE
Transmission Exchange Co. has introduced TOW MATRIX
extreme-duty A618/47RE/48RE transmissions for
Dodge diesel trucks engaged in towing, engine-braking,
ambulance, motor-home, snowplow and other extreme
applications. The package includes Alto Red Eagle
Clutches and Power Pack; heavy duty band; TransGo
reprogramming and
improved separator plate;
steel planetary carriers;
extreme-duty torque
converter with brazed fins,
modified thrust and billet
back; and protection kit
with extra-high-capacity
cooler, the company said.
January 2012
Volvo Transfer-Case Overhaul Kit

Precision International has
introduced transfer-case
overhaul kit TSKXC90 for
various Volvo models equipped
with TF80SC/AW55-50SN
transmissions. The kit fits
2005-11 S60, 2006-11 S80,
2008-11 V70 with 3.2-liter
engine, 2006-08 V70 with
2.5-liter engine, 2008-11 XC60,
2007-11 XC70 and 2005-11
SC90, the company said.
Viscous Couplers, Clutch Packs

Standard Transmission Exchange has introduced new
products to service the AWD and full-time-4WD market.
Several styles of viscous couplers that are recharged with
new viscous fluid provide the shop and the customer with
substantial savings, according to the company. The NV247
On Demand
clutch pack,
rebuilt with
OEM clutches
and steels,
also is
available.
Multipurpose Driver/Installer
Arizona Transmission Machines EZ-DRIVER allows
technicians to create more than 200 special installers for
bearings, gears,
seals, hubs and
sleeves. It
increases shop
productivity and
is truly a shop
necessity no matter
what your specialty
is, according to the
company.
EZ-DRIVER is made
in the USA and now
is available in black
oxide finish.
57
Industry
News
Certified Honors Glen Burnie Transmission

Certified Transmission recently presented an award
to Glen Burnie Transmission in recognition of the 50th
anniversary of the transmission-repair business in
Glen Burnie, Md.
Marvin Keyser and his partners started the business, which now is a Certified distributor, in 1961. By
1988, the shop had grown to 21 service bays and almost 20 technicians. Mark Schwartzman, president,
joined the company 15 years ago.
(From left) Marvin Keyser; Jim Slimp and Amanda FinkShaeffer of Certified Transmission; and Mark Schwartzman
Photo by Jeff Via Photography
Corteco Names Product Manager

Greg Merriweather has been appointed senior product manager for
Corteco, the aftermarket business of
Freudenberg-NOK Sealing
Technologies.
In this new position, Merriweather
is responsible for Cortecos TransTec
brand automatic-transmission and
Greg
power-steering product lines and for
Merriweather
products supplied to OE service customers. He will assume the responsibilities of John Wozniak, transmission-product
manager, who will retire next month. Merriweathers
primary focus will be leading and directing product
development for the three business segments.
Greg is a widely respected and talented individual,
and we are extremely fortunate to now have him on
our management team, said Craig Stark, director of
sales, marketing, product engineering and customer
service.
Merriweather most recently was engineering manager for Jacobsen (a Textron company), in North
Carolina and has worked in engineering for more than
15 years.
Schaeffler Receives Award for Service

Schaeffler Group USA Inc. received the inaugural
Lone Star Award at the recent Alliance Group shareholders meeting in Aventura, Fla. Schaeffler supplies
58
LuK RepSet clutch kits, clutch hydraulics, and flywheels to the more than 2,300 affiliated Auto
Value/Bumper to Bumper parts stores in the U.S. and
Canada.
The award, voted on by the Alliance Group headquarters, recognized Schaeffler for designing and executing a plan to help Alliance Group members
increase their clutch business. John Washbish, Alliance
Group president and CEO, praised Schaefflers communication to the groups shareholders and headquarters and added that the fact that they hosted our
Alliance Group Service Dealer council at their facility
has gone a long way to help demonstrate their commitment to quality and training.
Bill Hanvey, vice president of sales and marketing;
Mike Bland, account executive; and Nasir Masoud, account executive, received the award on behalf of all
the employees at Schaefflers aftermarket headquarters in Valley City, Ohio.
Transtar Announces Contest Winners

Peter Fink of Certified Transmission won the grand
prize, an Apple MacBook Pro, in Transtar Industries
Mission Possible Photo Scavenger Hunt during the recent Powertrain Expo in Las Vegas.
The activity gave Transtar the opportunity to showcase a variety of benefits it provides to its
customers. A play off
the popular trilogy
Mission: Impossible,
Transtars 2011
advertising campaign,
(From left) Tom DeMille,
Mission Possible,
Transtar vice president of
centers on challenges
sales and branch operations;
transmission shops
Amanda Fink-Shaeffer of
face every day to acCertified Transmission; Peter
complish their mission Fink; and Tom OLaughlin,
getting customers
Transtar vice president of
back on the road as
national accounts
quickly as possible.
Participants who completed missions, which included taking photos and having their pictures taken
at various places, were entered into a random drawing. Those who completed all five missions participated in the grand-prize drawing.
Other winners, each of whom received an Apple
iPad2, were Jonathan Becker of Cloquet Automotive
Inc., Edmonton, Alberta; Greg Doran of J&Ms
Automatic Transmission Clinic, Provo, Utah; Jarad
Warren of AAMCO Transmissions, Tigard, Oregon;
Wendy Hage of Hage-Kobany Transmissions,
Columbia Heights, Minn.; and Melinda Kriner of
Cottman Transmission, Vancouver, Wash. TD
Transmission Digest
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1-800-274-7890
January 2012
59
MARKETPLACE
Parts
Parts
Dura-Bond Bearing Co., worldwide
supplier to the automotive aftermarket
for over 60 years, offers a line of
ISO-certied bushings for applications
including transmissions. Dura-Bond
makes short and long runs that are
superior to OE bushings because they
are made from a one-piece design.
Bushings are center-less ground OD
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bored ID for a consistent wall concentricity held to +/- 0.0003 inch, providing
precise oil control & easy installation!
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WE HAVE OVER 500,000 PARTS IN STOCK
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5R55W/S/N, AODE/4R70W, AOD

A4LD/E, CD4E, AX4S/N O.D. & int.
F4, 4F27, 4L30E rear case
4L60, 4L80, 4T60 - fwd, 4T60 - rev
NORTHLAND TRANSMISSION INC.
715-458-2617 www.servobore.com
60
Transmission Digest
MARKETPLACE
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Parts
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Parts
Full line of quality hard parts

Reman valve bodies
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Specializing in hard-to-find parts
State-of-the-art machine shop!
WE WELCOME RETAIL AND WHOLESALE
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1-800-524-0485
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www.fatsco.com
BRIAN OR ALBERT
866-571-GEAR
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E-mail: fatsco@verizon.net
January 2012
61
MARKETPLACE
Parts
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Remanufactured Units
Sprinter transmission.net
1-866-464-1871
Remanufactured Sprinter 722.6 transmissions
updated with the latest Sonnax performance parts
for transmission longevity. 3 year/100,000 mile
warranty. Call for pricing.
Specializing in all Domestic &

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transaxles & rear wheel drive
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We have new & good used

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PH: 877-626-8726
Fax: 850-222-3102
www.mantrans.com
62
Transmission Digest
MARKETPLACE
Tools & Equipment
ERIKSSON INDUSTRIES
Multipurpose Driver/Installer
Arizona Transmission Machine, manufacturer of
Award winning EZ-DRIVER and Honda 4- and 5speed Bushing R &R Tool Kit.
Available @ www.ez-driver.com or Call Mike
Tilley @ 602-992-2961
1-800-388-4418
Authorized
Parts Distributor
Remanufactured Units DYNO TESTED
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Hard Parts: NEW / USED / REMANUFACTURED
Soft Parts / Friction Kits / Steel Kits / Repair Manuals
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1-800-388-4418
Torque Converters
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with AT/MT/HT and V-Drive fittings,
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January 2012
63
MARKETPLACE
Valve Bodies
Remanufactured
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from Valve Body Pro
We are now capable of testing and
re-calibrating ALL Aisin 5 & 6
Speed Transmission Valve Bodies.
Each Valve Body is tested and
re-calibrated on our New Stateof-the-Art Test Machine to verify
proper operation of the pressures
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Most Valve Bodies now include
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Pro-Proven Best in the Industry

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Businesses for Sale
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5946 SE 111th Ave.
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ON-LINE
Help Wanted
TRANSMISSION SHOP
WORK
FLOW SYSTEM
www.transteam.com
Index to Advertisers
Advertiser
Page Reader
#
Card #
Allomatic Products Co. ........................19 .............1
Blue Reach Automation ......................54 .............2
NATIONAL EMPLOYMENT
HEADQUARTERS
ASA Membership ................................25 ...........99
for the transmission industry
Consolidated Vehicle Converters ........39 .............4
We make it easy to relocate.
EVT Parts ...........................................23 .............5
Employees and shop owners
www.transteam.com
Certified Transmission ........................11 .............3
Filtran LLC.............................................5 .............6

Information Source ..............................49
Jasper Engines & Transmissions .......BC .............7
J.P. Automatic Transmissions Ltd. ......52 .............8
bob@valvebodypros.com
www.valvebodypros.com
408-287-4500
REAM MAN VALVE BODIES

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Tech Support
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1-800-274-7890
64
Builder Wanted
Busy Southern California Beach City shop needs
team player. Own tools, diagnose, troubleshoot,
and rebuild valve bodies. Customer oriented. High
integrity, reliable. M-F 8-5 p.m. Salary $60-80K per
year. Rsum with salary/pay history to
transguy51@gmail.com.
RMP Powertrain Solutions ..................13 .............9

Schaeffler Group/LuK............................3
Showpower 2012 ..............................32a .........100
Showpower Tours ...............................33
Silver Star Transmission .....................53 ...........10
Slauson Transmission Parts ...............55 ...........11
Sonnax ..............................................IFC ...........12
ALLISON
REBUILDER/WORKING SUPERVISOR
ATR Authorized Transmission Remanufacturing,
Inc., an ISO 9001:2008 certified remanufacturer of
fleet transmissions in the U.S. and Canada, is
expanding its Allison Remanufacturing
Department and is looking for an experienced
Allison Rebuilder/Working Supervisor to oversee a
section of its Allison Department.
REQUIREMENTS:
Experienced in Allison transmission rebuilding,
including World transmission experience.
Allison distributor or dealer experience helpful.
Allison factory training certification is a BIG plus!
Must have own hand tools.
Skills include ability to read and comprehend
technical manuals and use specialty tooling.
Must have pride in workmanship and a desire to
do quality work.
Must be efficient and self-motivated.
BENEFITS:
Clean, modern working environment with the
latest equipment.
Excellent pay structure.
Benefits include health and dental insurance and
vacations.
Please send your rsum to
dkuempel@atreman.com.
Experienced Lead Technical Rebuilder and a
Transmission Rebuilder needed
for a Transmission Remanufacturer of Standard
Transmissions in S.W. Montana. Benefits include
Health Insurance, paid vacation and sick leave,
competitive wages and IRA retirement plan.
Please send references, work history and
rsum to richard@msdrivetrain.com.
Superior Transmission Parts .................7 ...........13

Teal Automotive Inc. ...........................43 ...........14
Transmission Digest Binder ................52
Transmission University
Seminar CDs .................................IBC
Transtar Industries ..............................21 ...........15
TransTec by Corteco.............................9 ...........16
VBX-ValveBody Xpress ......................47 ...........17
WIT......................................................53 ...........18
Im Going To
Showpower
in Dallas!
See You
There.
Showpower 2012
March 29-31
Hyatt Regency Dallas
www.showpowerexpo.com
800-274-7890
For complete details see our

Showpower insert
in this issue
Transmission Digest
Shop Management
Package of 8 2011 Management CDs $129
Transmission Technical
Package of 7 2011 Transmission Technical CDs $95
11-M01 The Path To Financial Success . . . . . . . . .$19
11-T01 Tech for Mazda RX8 JR405E/RC4A-EL . . . .$19
Tom Langer and Terry Greenhut lead a discussion on

operating shops in successful ways.
Similar to the Subaru Phase 2 until it comes to the valve body

and solenoids. ATSGs Wayne Colonna spotlights operating
strategy and tips for building this unit.
11-M02 Turning Objections Into Sales . . . . . . . . . .$19
Terry Greenhut discussing how to read a customers objection

and use it to close the sale.
11-M03 Cash Management & Credit . . . . . . . . . . . .$19
Tom Langer presents methods and plans to financially fine

tune the shop.
11-M04 Marketing Your Services To
Gens X & Y . . . . . . . . . . . . . . .$21 (Two Disks)
ASAs Bill Haas explains that todays customers are unique

in what they want and expect from those who repair their
automobiles.
11-M05 Customer Service . . . . . . . . . . . . . . . . . . . .$19
Maylan Newton looks at putting customer service at the

very center of the business plan.
11-M06 Managing People . . . . . . . . . . . . . . . . . . . .$19
Tools and methods for the shop owner to better manage the
people assets that are the very heart of the business.
11-M07 Use The Internet . . . . . . . . . . . . . . . . . . . . .$19
Northwood Universitys Denise Kotowicz describes ways that

the Internet can be used to generate business and profits.
Theres more to making money in the cyber world than a
pretty website.
11-T02 F.R.E.D. = Frustrating Ridiculous

Electronic Devices . . . . . . . . . . . . . . . . . . .$19
OEM trainer, Dave Hobbs, covers both late-model and aging

GM electronic TCM and PCM problems. Fixes range from
chaffed wiring to bad software.
11-T03 TR60/09D VW 6-Speed: . . . . . . . . . . . . . . . .$19
Jim Dial, ATSG explores a unit that is deployed in the Toureg,

Porsche Cayenne and Audi Q7. Covered are common failures,
mechanical and hydraulic operations and varients of pump
and converter.
11-T04 Technical Issues Buffet: . . . . . . . . . . . . . . .$19
Common rebuilding concerns and advanced diagnostic

checks, from John Parmenter, courtesy of Precision
Internationals Technical Advisory Board
11-T05 Mastering Hybrid Vehicles . . . . .$21 (2 Disks)
Automotive Technician Training Networks G Jerry Truglia

covers detailed testing and repair techniques using meters,
scopes, scan tools and amp clamps.
11-T06 Jatco JR710E (Nissan RE7R01A) . . . . . . . .$19
Dale England ATSG Emeritus researched the Jatco 7-speed

JR710E (Nissan RE7R01A) and covers solenoid and valve
body operation plus tips on disassembly and reassembly.
Visa and MasterCard Accepted Make Checks payable to: M D Publications, Inc.
U.S. Orders: Includes Postage & Handling
Allow 4 to 6 weeks for delivery
Mail: PO Box 2210 Springfield, MO 65801-2210
International Orders: Please inquire for shipping charges
Phone: 417-866-3917 or 800-274-7890 Fax: 417-866-2781
E-mail: editor@mdpublications.com
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Transmission Digest Jan 2012

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VOLUME 31, NO.

The Automotive Powertrain Industry Journal

FNR5 4L80-E 5HP24 NV 246 EAU

Simple, Drop-In Parts

install quickly & easily

Stops Hydraulic Leaks

so the valve body

In-Depth Tech Booklet

for installation, testing &

Circle No. 12 on Reader Card

Scan code with your smartphone.

Sonnax Industries, Inc.

VOLUME 31, NO. 5

These two Cs are the keys to success

Shift Pointers . . . . . . . . .18

Using parameter identification

Tech to Tech . . . . . . . . . .22

Simplifying a complex wiring

Its Your Business . . . . . .26

News & Previews

Body of Evidence . . . . . . .38

Clearing and relearning

Industry News Highlights...58

TASC Force Tips . . . . . . .46

PRINTED IN THE U.S.A.

Forward With Resolve

nother year begins amid the resolve to do things

GM 4L80-E: P0894 TCC slip

Ford/Mazda CD4E, 2001 & up:

These days, it seems that everyone is telling you to

Precision Transmission Exchange in Kenner, La.

onsistency and communication are the keys to success

the process, we also try to educate

my advertising. You come in and if

Circle No. 6 on Reader Card

Mark Morris does most of the automatic-transmission

R&R trainee Kevin Morris is Marks son.

Percy Johnson is the R&R technician.

Precision has eight two-post lifts and two four-post units.

tools, Pat said, is one that you

mission man and pointed out to us

Circle No. 13 on Reader Card

Wayne Colonna, ATSG

2001 Jaguar XJ8

Another One for the

ack in 2003, when

Trunk fuse box

Leave it to Corteco to introduce a new, easy

Use your smart phone

This simple device installs lip seals and

engine compartment (fig3

its continued erratic voltage, the

To add a bit more useful information to this article, should the

pedal. Verify P state illumination.

1. Engage P and allow the engine

6. With the hand brake set and the

2. Press the A/C button to turn the

7. Move the gear selector back to

3. Apply the service and parking

8. Move the gear selector to D.

4. Allow the engine to idle for an

9. Move the gear selector to N.

3 YEAR / 100,000 MILE

Circle No. 9 on Reader Card